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From today's perspective, it's important to point out that, except for the name, concept, and basic shape, the new-for-'02 Mini Cooper shares nothing with the original. BMW acquired the Mini brand a few years back when it purchased the British-based Rover Group (Rover, Land Rover, Mini, MG, etc. ). And, even though it unloaded most of the unprofitable nameplates last year, BMW retained the Mini because a new model was already well under development. The car you see here was designed and engineered in Germany, though it's to be built in England. Think of it as a very small British BMW.

One of the new Mini's best attributes is its ultra-stiff structure that, at almost exactly 12 feet long, is about two feet longer than its predecessor; larger yes, but still seriously compact. It's 50 percent more rigid than the 3 Series BMW, which is regarded as one of the most solid cars around. Naturally, the original's two-box shape, front-wheel drive, and four-passenger-seating configuration has been retained for the re-invented Mini. MacPherson struts are used up front, while a multilink rear suspension derived from the 3 Series is employed at the rear. Braking is provided by vented discs up front, solid discs in back, and standard ABS; steering is via electro-hydraulically assisted rack-and-pinion. Our tester had the optional sport suspension and 195/55HR16 Michelin Pilot tires, and while 15-in. rolling stock is standard, both are a far cry from the 10-in. and 12-in. doughnuts worn by the earliest Minis.

Unlike the old car's OHV four-cylinder engine that put out only 55 hp in stock form (see "In Retrospect" sidebar), the new Mini Cooper features a thoroughly modern 1.6L four-cylinder powerplant developed jointly by BMW and Chrysler. This 16-valve SOHC unit produces a modest 115 hp and 110 lb-ft of torque. Mini engineers claim the car can accelerate 0-60 mph in around 9 sec; this is no faster than most minivans and feels just adequate on the road. This may be the base car's weakest link.

American enthusiasts will no doubt seek out the upgraded model-the Mini Cooper S-that will go on sale 8-10 months after the base version. It will feature minor visual modifications, 17-in. wheels/tires, and a supercharged powerplant good for about 165 hp. This increase may not sound like much, but at only 2315 lb, adding 44 percent more power will greatly improve the Mini's power-to-weight ratio and acceleration.

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A smooth-shifting five-speed manual transmission is standard. Because of the Mini's marginal engine torque, proper gear selection is mandatory. This is especially important on steep, curve-filled mountain roads; even a near-redline shift from second to third will result in a momentary bog if the car is pointed uphill. In theory, the optional, continuously variable automatic transmission (CVT) sounds like the answer to this problem. The CVT unit has no real gears and constantly adjusts the amount of torque transfer based on vehicle speed, engine rpm, and load. However, we feel it's a bit odd to drive in traffic, certainly takes some getting used to (there's no rpm rise and fall, as with a conventional autobox), and isn't what people generally want in a car with sporting aspirations.

We spent several days driving through the hills and valleys of Northern Italy and were pleasantly surprised with the Mini's considerable handling capabilities. It corners flat and feels stable in both low- and high-speed maneuvers. Despite the front-drive configuration, there isn't the slightest hint of torque steer. The Mini's overall handling balance is near neutral, and even with the lack of power, the rear end can be rotated around more easily than in most front-wheel-drive cars. This is one of the best handling front-drivers we've driven. If there's a downside to its light weight and sharp reflexes, it's a choppy ride over rough pavement-something performance-minded drivers are used to, but the average commuter may not like.

The Mini's engineers haven't overlooked safety. Active systems include traction and cornering brake controls, plus BMW's renowned Dynamic Stability Control, offered as an option. Each system uses sensors and brake/engine electronics to maintain vehicle stability and traction. The amazing thing about these high-tech driver aids-besides the fact that they work flawlessly on this car-is that BMW has engineered them into this small a package. Passive safety includes dual front and front-seat-mounted side airbags, along with a head airbag system concealed in the roof-all standard.

From a styling standpoint, the appearance is unmistakably Mini. Like the original, the windshield is relatively upright, and the car can be ordered with the roof and outside mirrors painted white or black, irrespective of the body color. The doors and rear liftgate open extremely wide-a real plus when entering the back seat or loading luggage. Our tester had nifty front and rear sunroofs, which give the Mini a somewhat convertible-like feel, though only the front roof actually opens.