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Mini Paceman modified by Roberto Cavalli for annual Life Ball charity

This year's award for Life Ball Mini designer goes to Roberto Cavalli. The Life Ball is a charity event held in Vienna, Austria every year that raises money to fight the spread of HIV and AIDS. Since 2001, the year of its reintroduction, Mini has been involved with the ball, auctioning a car that has been made over by a world-famous designer. This year Cavalli gets the nod and a Paceman for a canvas.
The iridescent brown/black paint is the eye-catcher in the sketch above (click to enlarge), but don't forget to note Cavalli's logo on the roof. We're not sure what other flourishes he has in mind for the car, but those in attendance will find out on May 24 when it's unveiled at the Cavalli store opening in Vienna. The press release below has more details.

Mini Clubman finally released with All4 all-wheel drive

Update: Mini has just revealed US pricing. The Mini Cooper Clubman All4 will start at $26,750, and the Cooper S Clubman All4 will start at $30,300. Both prices include destination. By now, you're surely familiar with the joke about how cars from Mini are no longer... well, mini. We won't repeat it here (oops, too late), except to say that the first vehicle that really pushed Mini's historic boundaries was the original Clubman in 2008. That machine featured a stretched wheelbase, an extra door on one side and an unconventional barn-door-style rear opening. For 2016, the Clubman recipe was revised with an even longer wheelbase and more conventional side doors, though still with the split rear hatch. Now, finally, the Mini Clubman is available with all-wheel drive. As you would expect from Mini, the new Clubman carries All4 branding. A propellor shaft sprouts from the front differential, and a new rear diff is added with an electrohydraulic clutch to send power to the rear wheels when needed. Mini promises that its All4 system will not only be a boon in inclement weather, but will also aid high-speed handling. We look forward to putting those claims to the test. Drivetrain options are borrowed from the standard front-wheel-drive Clubman range. A 134-horsepower three-cylinder comes in base Clubman models, and a 2.0-liter mill with 189-hp powers upgraded Clubman S models. An eight-speed automatic with paddle shifters and launch control is optional, though shift-yourself purists will surely opt for the standard six-speed manual. Mini says the Clubman S All4 can record a 0-60 time of 6.6 seconds with the automatic, or 6.7 with the manual. That's a couple tenths quicker than the front-drive Clubman S. Cargo space remains at 17.5 cubic feet with all seats in place, or as much as 47.9 with the back seats folded, so the rear differential and propellor shaft don't impinge on passenger space. Fuel mileage figures haven't yet been released, but we'd expect a small drop from the standard Clubman's 25 city and 35 highway ratings. We'd also count on a price increase of a few thousand dollars to get all-wheel drive. Feel free to peruse the press release below for more information. SUPREME DRIVING FUN IN EVERY SITUATION: THE NEW MINI CLUBMAN ALL4 Woodcliff Lake, NJ – January 19, 2016 – The market launch of the new MINI Clubman sees the latest model generation of the British brand embark on its advance into the premium compact segment.

2016 Mini Cooper Convertible First Drive

Conventional gearhead wisdom says to go for the biggest, most powerful engine. For the first two generations of Mini Convertible, this was a no-brainer. You bought the Cooper S. But as Senior Editor Alex Kierstein argued in our first drive of the Cooper S soft top, the less-powerful Cooper Convertible has an ace up its sleeve: a highly entertaining, three-cylinder, turbocharged engine. After some time behind the wheel, this two-time Mini Cooper S (hardtop) owner is ready to say the Cooper Convertible is the droptop Mini you should buy, full stop. The Cooper's 1.5-liter turbocharged three-cylinder makes just 134 ponies and 162 pound-feet of torque. That's a 55-horsepower deficit and an extra 1.5 seconds, compared to the Cooper S. But who's clocking a Mini Convertible with a stopwatch? The 8.2 seconds it takes to get to 60 mph is perfectly adequate , and the triple's power delivery is addictive. Peak torque comes in at 1,250 rpm, making for effortless acceleration around town. The engine is positively diesel-like in the way it generates twist below 4,000 rpm, and the way it runs out of steam well before its 6,500-rpm redline. But this isn't annoying. There's more than enough torque to make the Cooper's acceleration sprightly around town. Think about it this way: The Cooper S' 2.0-liter turbo has enough power to rescue you from bad driving. But because of the turbo lag and the wheezy top end, the base Cooper forces you to manage your momentum. In that way, it's not unlike the Mazda MX-5, Toyota GT86/Subaru BRZ, and other so-called "momentum cars," that require drivers to maintain speed for a good corner exit. That, friends, is fun. But some of the car's shortcomings are less fun. We praised the triple's "offbeat, enticing growl" in our first drive, but this is still a three-cylinder engine and it vibrates like one. There's a diesel-like clatter from the direct-injection system on cold starts. And when rolling off the line at part throttle, the triple sends a weird vibration right to our hips. It disappears quickly as the speed increases, but the sensation is consistent enough to be annoying. Aside from the interesting powerplant, the best driving goodies aren't reserved only for the Cooper S. Tick the right boxes, and the regular Cooper can fit the adaptive dampers we raved about on the Cooper S first drive – Dynamic Damper Control is a $500 standalone option or included in the $1,750 Sport Package.