DimON

The latest Euro NCAP results are in: both the new MINI Cooper 3-door (F66) and the MINI Aceman (J05) have earned five-star ratings. That headline alone is easy to gloss over, but it carries more weight than you might think. Five stars today isn’t the same as it was a decade ago — the standards are tougher, the testing more punishing, and the data more revealing. Which makes MINI’s clean sweep across the lineup, from the J01 Cooper Electric to the 2025 Countryman, worth a closer look. Euro NCAP’s testing has only gotten tougher in recent years, with higher bars for occupant safety, pedestrian protection, and the effectiveness of driver-assist systems. To see two all-new MINIs land top marks — in all variants, from Cooper C to John Cooper Works — suggests that BMW has fully baked safety into the brand’s latest platforms rather than treating it as optional or add-on tech. Safety in Numbers The F66 Cooper scored 83% for adult protection, 82% for child safety, and 81% for pedestrian safety — all very solid figures for the segment. The Aceman posted similar results but did especially well for child safety at 87%. Importantly, these ratings apply across the board. There’s no “only if you tick the right box” fine print. Here’s a full look at the MINI range when it comes too NCAAP safety ratings. ModelAdult Occupant ProtectionChild SafetyPedestrian / Vulnerable Road User ProtectionSafety Assist SystemsF66 MINI Cooper 3-door83%82%81%77%J05 MINI Aceman83%87%77%79%2025 MINI Countryman83%87%81%79%MINI Cooper E (J01 Electric)89%85%77%79% Screenshot Context Matters This isn’t happening in a vacuum. Earlier this year, the 2025 Countryman also scored five stars, and the all-electric J01 Cooper did the same. That’s four out of four for MINI’s latest lineup — something the brand has never achieved before. But before we give MINI too much credit, it’s worth pointing out that they’re also standing on BMW Group’s shoulders here. Much of this success comes down to shared crash structures, sensor suites, and assist systems that were engineered for the larger BMW range. MINI benefits from that scale. Screenshot Our Take It’s easy to dismiss safety ratings as marketing fodder, but in an era where repair costs are skyrocketing and insurance premiums are climbing, these results matter more than ever. Safer cars don’t just mean fewer injuries; they can also mean fewer write-offs after relatively minor accidents — something MINI owners have been facing in recent years. Does this suddenly make MINI the obvious choice in the small car segment? Not necessarily. The competition is also chasing five-star ratings, and Euro NCAP’s numbers don’t tell the whole story about real-world crashes or long-term repairability. But taken together with the Countryman’s results, this does mark a point of success for MINI and once again proves small cars can be incredibly safe at not just active safety, but passive safety as well. The post MINI Cooper and Aceman Earn Top Euro NCAP Safety Ratings appeared first on MotoringFile. View the full article

Today, BMW is seen as one of the leading EV brands in the world. While that growth can be traced back to the 70s, it was jump-started by the cancellation of its F1 program and a MINI Cooper that many have already forgotten. No car company wants regulation. But every so often, rules and deadlines force the industry to move in ways it might not otherwise. For BMW and MINI, California’s first emissions standards in 1966 and the U.S. Clean Air Act in 1970 were the first push. But they didn’t just result in EVs; they accelerated BMW into fuel injection with cars like the 2002 tii, making them cleaner, more efficient, and quicker. However, decades later, it would be MINI, not BMW, that carried the Group’s first real step into electrification. But lowering emissions was only part of the story. Eliminating them completely required something radical: a return to electric drivetrains. And while BMW wasn’t building cars during the first “electric age” at the turn of the century, it dipped its toes in 1972 with the Elektro 1602, a converted 2002 that quietly paced marathon runners at the Munich Olympics. Twelve lead-acid batteries and a 44-mile range meant it was more science project than production car, but it marked the beginning of a long journey. Hydrogen Detours and California Pressure Through the 1980s and 90s, BMW chased hydrogen as a zero-emission path while regulators in California kept pressing for EVs. Concepts like the E1 and E2 looked futuristic but struggled with sodium-sulfur batteries. Even a small fleet of 3 Series with experimental range-extenders missed the mark. The reality, as BMW NA’s Rich Brekus later put it: “The E36 electric vehicles were terrible.” California eventually agreed to accept BMW’s Partial Zero Emission Vehicles instead — cars that were still gasoline-powered but extraordinarily clean. Millions of them hit the road, dramatically improving California’s air quality. BMW i3 Concept and BMW i8 Concept (07/2011) Project i and the Megacity Vision By 2007, BMW shifted gears. Cancelling its F1 program and shelving hydrogen experiments, the company launched Project i. The idea wasn’t just to build an EV, but to rethink mobility in the age of megacities. Enter the MINI E: 1,088 lithium-ion cells powering a MINI hatch stripped of its rear seats. With 201 hp and a claimed 156-mile range, it was crude but promising. What made the MINI E remarkable wasn’t the hardware but the test program. In 2009, BMW put 450 of them in the hands of real customers in LA, New York and New Jersey. Leasing cost $850 a month, and drivers had to provide feedback. Suddenly MINI wasn’t just quirky and fun — it was pioneering BMW Group’s EV future with real-world testing. Enthusiasts like Pacific Palisades resident Peter Trepp blogged daily about charging, regenerative braking and life without gas stations. Customers discovered the joys (instant torque, one-pedal driving) and the headaches (European plugs without UL approval, brutal range loss in the cold). From MINI E to ActiveE Phase two came in 2012 with the BMW ActiveE, a battery-electric 1 Series coupe with liquid-cooled batteries and more refinement. Range was still only about 100 miles, but the car previewed the powertrain and thermal management that would underpin BMW’s first true production EV, the i3. Lessons That Still Matter The MINI E and ActiveE weren’t sales hits — they were rolling test beds. But they taught BMW how customers charge, what range anxiety feels like, and how utilities might one day use EVs to stabilize the grid. They also laid the groundwork for BMW’s circular economy thinking, repurposing old EV batteries for stationary energy storage. And while Tesla grabbed headlines with the Model S and its 300-mile range, BMW’s methodical path through Project i showed how a legacy automaker could learn by doing. The experiments were messy, sometimes frustrating, but essential. Our Take Looking back, the MINI E and ActiveE feel like scrappy prototypes compared to the polished Neue Klasse EVs about to arrive. But they were the spark. Regulation may have forced BMW’s hand, but what kept the momentum going was curiosity, engineering stubbornness and the willingness to hand imperfect cars to real drivers. Without that, there’s no i3, no iX, no electric MINI Cooper SE, and no forthcoming Neue Klasse. BMW i3 Concept and BMW i8 Concept (07/2011) The post How Leaving F1 and Launching the MINI E Made BMW an EV Leader appeared first on MotoringFile. View the full article

MINI x Dues Ex Machina have succeeded in creating the most talked about MINI concepts in over a decade. But it’s the details that really set them apart. Join us as we take a look at these concepts with Head of MINI Design Holger Hampf. As Hampf explains, both concepts start from a similar foundation but then take dramatically different paths. A shared white “X” graphic across their roofs ties them together visually, while their design philosophies couldn’t be further apart. The Skeg leans into surf culture and electric performance. Its exposed seams, chunky switches, and unpolished finishes give it a utilitarian honesty, while the electric drivetrain points toward MINI’s future. It’s playful, functional, and distinctly Californian in spirit. The Machina, by contrast, is motorsport distilled. Stripped down, aggressive, and fire-breathing, it channels MINI’s rallying heritage into a modern race-bred form. Where the Skeg looks outward to lifestyle, the Machina looks back to MINI’s competition roots. Walking through the pair together makes it clear: they’re not just design experiments, but provocations. The Skeg and the Machina challenge what John Cooper Works can be — one rooted in culture and the future of electrification, the other in heritage and raw combustion power. Both are MINI. Both are JCW. But they show just how far the brand’s personality can stretch when its designers are allowed to play. The post Video: Inside the MINI x Dues Ex Machina Concepts with Holger Hampf appeared first on MotoringFile. View the full article

BMW has been teasing the Neue Klasse for years. On MotoringFile, we’ve covered how it represents a full reboot for BMW Group, built from the ground up for electrification, digitalization, and sustainability. Today that future rolls onto the road for the first time with the debut of the all-new BMW iX3, the first production Neue Klasse model. For MINI it represents more than new tech, it represents perhaps the most radical transformation yet. What Makes BMW’s Neue Klasse Generation of Cars Different The iX3 much more than a new BMW EV. It’s the first taste of the technology and architecture that will ultimately underpin MINIs globally and represents a clean-sheet rethink of everything from the wiring harness to the software architecture. That matters because MINI is expected to share this same platform starting in later this decade starting with an all-new Countryman EV. What This means for Future MINIs Think faster charging, longer range, and a more refined driving experience. More importantly, it creates the flexibility for MINI to do something we’ve been reporting on since earlier this year: potentially move to rear-wheel drive. Why? The Neue Klasse platform will allow for a single-motor setup (likely for lower-trim BMW and MINI models), but this motor will drive only the rear wheels due to the platform’s layout. Additionally, the architecture supports dual-, tri-, and even quad-motor configurations, all of which will be rear-biased. as we’ve previously explained, the reasoning behind this approach is that RWD setups provide superior driving dynamics due to better weight distribution and traction advantages. For MINI, that opens the door to new and potentially more balanced handling in its larger models like the Countryman. For the smaller MINIs it’s still unclear if and when this new platform will be adopted. But a rear wheel drive Cooper sounds either exciting and sacrilegious depending on how you view it. In total the BMW iX3 proves that Neue Klasse is real, scalable, and ready for production. For MINI fans, this means: Rear-wheel drive potential for future models Faster charging, with up to 230 miles added in 10 minutes More efficient, higher-density batteries Driving dynamics tuned by the Heart of Joy system Digital experiences powered by the same iDrive X foundation But this isn’t just about electric MINIs. Combustion powered MINIs will also take advantage of elements of the Neue Klasse technology suite. The “Heart of Joy” At the heart of all Neue Klasse BMW’s is a tech stack and processor called “Heart of Joy.” This system blends steering, braking, power delivery, and regeneration in real time. We had a chance to sample this platform in a BMW prototype not long ago and came away impressed. Not just because of the speed but how the car seemed to be more intuitive to control than a typical EV. BMW has been focused on things like predictable feel in corners despite the fact that almost all braking is handled by regeneration. It’s this level of detail that BMW believes will bring handling nuance and even proper steering feel to EVs. For MINI drivers, this could be the single most important innovation of the Neue Klasse era. It directly addresses the concern that EVs might lose the feedback and liveliness we associate with MINIs. Instead, the Heart of Joy promises to enhance it. Digital: What BMW Calls iDrive X, MINI Will Make Its Own Another huge innovation with the Neue Klasse is the iDrive Panoramic. We’ve been tracking whether MINI will adopt the new iDrive Panoramic and from what we know, it’s complicated. Based on our sources, MINI will continue its focus on the iconic center display and will delay the introduction of the Panoramic display for the time being. But the same tech backbone powers both brands, which means MINI drivers will see many of the same benefits: faster and more fluid interfaces, smarter voice control, and driver assistance that feels like a partner instead of a takeover. Design: BMW’s Neue Klasse vs MINI’s Take BMW design chief Adrian van Hooydonk describes the Neue Klasse design language as “reduced, characterful, timeless.” The iX3 demonstrates this with clean surfacing and upright kidney grilles. MINI will bring the same ethos into its own design DNA with round headlights, short overhangs, and a playful personality. Underneath, proportions enabled by the platform are just as important. A long wheelbase, low drag, and flat battery floor free up space inside, helping MINI deliver roomy cabins while maintaining the compact footprint that defines the brand. Our Take The iX3 may never sit in your driveway, but the platform underneath might sit under your future MINI. If BMW delivers on the numbers and MINI embraces rear-wheel drive and iDrive X in its own way, we could be looking at a very big change for the MINI brand. This is not just BMW turning a page. For MINI, Neue Klasse could be the moment the brand reinvents itself while doubling down on the fun-to-drive DNA that made it famous. The post The All-New BMW iX3: A Glimpse Into MINI’s Rear-Wheel-Drive Future appeared first on MotoringFile. View the full article

MINI x Dues Ex Machina have succeeded in creating the most talked about MINI concepts in over a decade. But how did they come together? We have an inside look at the process and how these incredible concepts were born. Over 18 months Dues’ Carby Tuckwell and long-time collaborator Matt Willey came to MINI with an idea for two cars that both mapped to the brand’s past while introducing new concepts for the future. The partnership is built around a simple idea: MINI has always been more than just a car company. It’s a culture, an attitude, and in this case, a design canvas. Deus Ex Machina, known globally for its motorcycles, surfboards, and free-spirited approach to design, was the perfect partner to push JCW into uncharted territory. The Skeg The first concept is a fully electric MINI John Cooper Works, sculpted through the lens of surf culture. It’s a beach-ready machine with clean surfboard-inspired lines, pared-back materials, and a functional, almost playful aesthetic. There’s a handmade quality to the way the metal has been finished and the fiberglass remains unpainted. It nods to the whimsy of the MINI brand while hinting at JCW performance. The Machina The second is a track-inspired JCW with combustion at its core. It strips away polish in favor of raw motorsport grit, featuring exposed welds, purposeful details, and a focus on mechanical honesty. Where the surf-inspired EV feels breezy and playful, this one is pure intent—an homage to the competition heritage that made JCW a household name among enthusiasts. Head of MINI Design, Holger Hampf A Design Approach That’s Refreshingly Honest What makes these two builds stand out isn’t just their hardware or drivetrain choice, but their design philosophy. MINI and Deus avoided the temptation to over-style, instead embracing simplicity and imperfection. Exposed fasteners, raw textures, and chunky, analog-feeling details give both cars a deliberate sense of honesty. They look like tools meant to be used, not polished showpieces. Like any concept, started with an idea and some sketches. The raw aesthetic was brought to life in new materials and a layered approach to design. Collaborating with MINI designers, Carby Tuckwell and Matt Willey brought these ideas to life in rapid form by first stripping F66 and J01 donor cars and then building components by hand in the studio. The results speak for themselves. Two cars, worlds apart in purpose, yet united by the same spirit that has defined MINI for 65 years: small, clever, and relentlessly fun. The Skeg and The Machina aren’t production cars, but we can’t help but notice more than a few elements that look like they could easily slot into production models. The post How Deus Ex Machina and MINI Reimagined the Mini Cooper appeared first on MotoringFile. View the full article

The Deus Ex Machina one-offs are more than just another pair of design exercises. They’re MINI staging a dialogue about the future of John Cooper Works, two cars built from the same bones yet shaped by entirely different energies. One is coast-bound, stripped back, and inspired by surf culture. The other is low, loud, and unapologetically motorsport. Seen together, they’re less about lifestyle pastiche and more about testing how flexible MINI’s new design language can be. Opposites That Still Speak JCW Both cars start with the refreshed MINI proportions introduced in 2023: shorter overhangs, tighter surfacing, and a stronger stance. From there the divergence is stark. The Skeg takes those clean lines and washes them in translucent fiberglass, straps, and surfboard-inspired aero. The Machina doubles down on racing iconography with auxiliary lamps, exaggerated fenders, and a Can-Am-style wing. Yet despite their differences, both still read as JCWs. The thread is the focus on purpose, less polish, more honesty, and design decisions that tie directly to performance. The Skeg: Surfing as a Design Language The Skeg could easily have veered into novelty with wetsuit trays, neoprene trim, and surf straps, but the surf inspiration here is treated as a design discipline rather than a gimmick. Fiberglass panels that cut 15 percent of body weight aren’t lifestyle décor, they’re a credible performance play. The “Flex Tip Surf Spoiler” is more than a metaphor; it mimics the functional shaping of a surfboard and makes aero visible in a way MINI hasn’t done since the exaggerated GP wings. Even the play of light across the translucent panels feels like an evolution of Oliver Heilmer’s pared back surfaces, only reinterpreted with materials instead of lines. This is where MINI design feels strongest, when cultural references are filtered through performance logic. It echoes the original Issigonis Mini, which doubled as café runabout and rally weapon not because of marketing, but because its simplicity made it both. The Machina: Motorsport, Unvarnished If The Skeg is about subtle reinterpretation, The Machina is MINI design turned blunt. The four bonnet lamps call back directly to Monte Carlo. The diffuser and central exhaust draw a straight line to MINI’s Nürburgring race car. Inside, raw aluminium, a waxed fabric dash, and a hydraulic handbrake turn the cabin into something closer to a pit garage than a premium showroom. It is unpolished, mechanical, and deliberate. What’s compelling is how much this aligns with Holger Hampf’s early instinct to lean into MINI’s retro heritage. While Heilmer’s language of restraint created the canvas of clean surfaces and stronger proportions, The Machina piles retro motorsport onto that base. The result feels like a 21st century remix of classic JCW cues: small, aggressive, and built around driver engagement first. The Design Dialectic Seen together, The Skeg and The Machina highlight the split personality MINI seems to be embracing. On one side, lifestyle expression through craft, culture, and unexpected materials. On the other, raw motorsport honesty. Both trace back to MINI’s DNA: the original Mini was a fashion object and a rally winner in the same breath. The key insight here is that MINI’s refreshed design language can flex to accommodate both without breaking. That’s important as the brand prepares to push JCW into an era where electric performance and combustion nostalgia will coexist. The visual language comes primarily from Deus’ Carby Tuckwell and long-time collaborator Matt Willey. The duo worked with the Design Team to bring the ideas to life but the result looks dramatically different than anything we’ve seen from MINI – perhaps ever. Willey isn’t just a designer of posters and paint schemes. He was the art director of the New York Times Magazine and is now a partner at Pentagram, the world’s most influential independent design firm. His background in editorial and graphic design shows up in the way these cars use typography and color, bold, functional, and deeply tied to storytelling. That connection matters. It roots these concepts not in fashion or marketing, but in serious design culture. Just as JCW has always blurred the line between racing and the street, Willey’s work here blurs the line between pure design and automotive expression. Where This Leaves MINI The Deus cars won’t reach production, but they’re more than curiosities. They act as proof points: MINI design can stretch into lifestyle storytelling without losing coherence, and it can dig into motorsport nostalgia without lapsing into parody or mindless retro aesthetics. Now the challenge will be to carry this balance into cars you can actually buy, where the compromises of regulation, cost, and mass production will test how much of this raw authenticity MINI can keep. The post Design Review: The Skeg & Machina – The MINI Concepts We’ve Been Waiting For appeared first on MotoringFile. View the full article

MINI and Deus Ex Machina have created two one-off JCWs that couldn’t be more different yet are just as exciting. In this video we take a deep dive into both, dissecting the overall aesthetic and design details and even technical changes that have been made to the cars. The first, called The Skeg, is based on the J01 MINI Cooper JCW Electric. It takes inspiration from surf culture, using fiberglass panels that cut 15 percent of body weight and design cues drawn directly from surfboard construction. The result is a lightweight, minimal interpretation of JCW that feels equal parts performance and lifestyle. The second, The Machina, heads in the opposite direction. Powered by the familiar 2.0-liter turbo four, it leans heavily into MINI’s motorsport heritage with widened arches, rally-style lamps, and a 70’s inspired rear wing. Inside, raw aluminium, a roll cage, and a hydraulic handbrake strip the car down to its racing roots. Together they mark the first major design experiment since MINI’s 2023 design reset, exploring both lifestyle and motorsport influences while staying grounded in JCW DNA. The post Video Walk-Through – The MINI X Dues Ex Machina JCW Concepts appeared first on MotoringFile. View the full article

Today MINI isn’t just showing two concept cars — it’s debuting a new chapter in its design story. Working with Deus Ex Machina, MINI has taken the refreshed design language it introduced in 2023 and pushed it into more expressive, retro-inspired territory. The result is a pair of one-off John Cooper Works builds that pull in opposite directions: one electric and shaped by surf culture, the other petrol-powered and steeped in motorsport heritage. Together they mark a bold moment for MINI, exploring just how far the JCW identity can be stretched while staying true to its roots. The Shared Base Both start life as a MINI John Cooper Works — one with up to 258 hp from an electric drivetrain, the other with 231 hp from the familiar 2.0-litre turbo. Each carries a bold white “X” across the roof, a visual link between two otherwise very different machines. The design approach is deliberately mechanical and unpolished, with exposed seams, physical switches, and materials chosen for utility rather than gloss. The Skeg – Electric, Surf-Inspired On the surface The Skeg feels like a wild tangent from JCW tradition. But underneath, it’s carrying on a familiar thread. Based on the J01 electric MINI Cooper JCW, it delivers 258 hp in a package that’s lighter and more focused than stock thanks to semi-transparent fiberglass panels that cut around 15 percent of body weight. MINI has been chasing weight savings since the first GP, and The Skeg taps into that ethos — only this time through materials borrowed from surfboard construction rather than carbon fiber or aluminum. The fiberglass spoiler isn’t just a design flourish either. Like so many JCW aero tweaks over the years — from Monte Carlo rally cars to modern GP wings — it’s shaped to move air and create stability. Inside, the stripped-back analog controls recall the earliest JCW builds when simplicity was part of the appeal. The surf-inspired details make it unique, but at its core The Skeg feels like a reinterpretation of what JCW has always stood for: taking something compact and making it sharper by subtraction. The Machina – Motorsport-Focused The Machina goes in the opposite direction. Where The Skeg is clean and minimal, The Machina doubles down on motorsport cues that have defined JCW since day one. The widened fenders and rally-style lamps are a direct link back to the Minis that stunned the racing world in Monte Carlo. The Can-Am–inspired rear wing and Nordschleife-style diffuser, meanwhile, nod to MINI’s more recent track programs where aero wasn’t decoration but a necessity. Inside it’s even more bare-bones than the GP3. A roll cage, raw aluminium floor plates, and a hydraulic handbrake are all function-first choices. Together they echo the stripped interiors of the first GP and even the utilitarian vibe of MINI’s works rally cars. Nothing’s polished, but that’s the point. The Machina is an unvarnished reminder that JCW’s best moments have always been about giving the driver direct connection to the car and the road, not dressing it up. The Visual Language Born from Love Deus’ Carby Tuckwell and Matt Willey have been working together since 2015. United by their fascination with classic motorsport liveries, they created a historic Mini Cooper S racing car in 2022 with a special paint finish designed by Willey. The design references the glorious and victorious history of the classic Mini at the Monte Carlo Rally, including the number 37, with which Paddy Hopkirk started in 1964 and achieved the British small car’s first overall victory in the most famous of all rallies. The visual language come from Deus’ Carby Tuckwell and long-time collaborator Matt Willey. Willey isn’t just a designer of posters and paint schemes. He was the art director of the New York Times Magazine and is now a partner at Pentagram, the world’s most influential independent design firm. His background in editorial and graphic design shows up in the way these cars use typography and color, bold, functional, and deeply tied to storytelling. That connection matters. It roots these concepts not in fashion or marketing, but in serious design culture. Just as JCW has always blurred the line between racing and the street, Willey’s work here blurs the line between pure design and automotive expression. The Part You Can Buy The partnership also includes a MINI x Deus Ex Machina apparel collection debuting September 8 at IAA Munich before going global through Deus’ online and retail channels. Designed specifically for this collaboration, the line pulls from the shared DNA of both brands — precision engineering, clean design, and an obsession with detail. The pieces use high-quality materials and tailored cuts, with a focus on craftsmanship over trend. It’s a collection that bridges motorsport heritage and modern style in a way that feels genuine and built to last. When and Where Both cars will debut at IAA Mobility 2025 during a dedicated MINI JCW x Deus event on September 6 at the MINI Pavilion in Munich, and will remain on display until September 14. MINI Cooper JCW X Deus Ex Machina Gallery The post MINI Cooper JCW Reimagined: Deus Ex Machina Debuts The Skeg & The Machina appeared first on MotoringFile. View the full article

MINI is heading back to the Goodwood Revival this September with a new stand that feels straight out of the 1960s. Dubbed JCW Electrical, the display will be housed within the Earls Court Motor Show and styled as a retro electronics shop — a clever nod to both MINI’s racing heritage and its future-facing innovation. At the heart of it all will be Paddy Hopkirk’s legendary 1964 Monte Carlo–winning Mini Cooper S, complete with co-driver Henry Liddon’s name on the door. It’s one of the cars that cemented MINI’s place in motorsport history, and it’ll sit alongside the latest generation of John Cooper Works models, including the all-new JCW Aceman and the recently unveiled JCW hatch. True to Revival form, the stand isn’t just about static displays. Visitors will be surrounded by stacks of vintage television sets looping old adverts and historic racing footage, while a wall-mounted telephone will ring out with audio clips from MINI’s greatest triumphs. Guests can even try their hand at “Time for a Tune-Up,” a game where tuning a retro radio correctly could win you exclusive MINI merchandise. But the coolest part might just be the MINI Monte Carlo Scalextric track that will also be on display. The Goodwood Revival runs Friday, September 12 through Sunday, September 14, 2025, and promises to once again transport fans back to a golden era of racing. MINI’s presence — balancing nostalgia and the latest in JCW performance — should be a highlight. More on the 2025 Revival here. What’s the Revival? Check out our own experience at the incredible even here. The post MINI Returns to Goodwood Revival 2025 With a JCW Twist appeared first on MotoringFile. View the full article

The Goodwood Revival has long been the spiritual home for classic Minis, but for 2025 the race will see something entirely new — or rather, something old made new again. The long-lost Austin brand is bringing back its original 1959 Mini in freshly remanufactured form, ready to line up on the grid for the St Mary’s Trophy. Burlen, the company that owns the Austin name (as well as SU, Amal, and Zenith carburetors), has quietly been keeping the brand alive through small runs of classic parts. In 2020 it even launched Austin Pedal Cars, charming recreations of the J40 that once introduced generations of British kids to motoring. Now Burlen is taking the next step: full-size Minis built to original 1959 specification, but designed with just enough modern safety to race in anger. Two of these newly-built Austin Minis will debut at the Revival. The shells and safety cages come from Owens Fabrications in Wales, while race-ready A-Series engines are being prepared by Swiftune in Kent. Finished in period-correct Farina Grey with off-white steel wheels and hand-painted race numbers, the cars wear authentic Austin grilles and winged badges. They even ride slightly higher than most modern-prepped racers, ensuring they roll and lean into corners just as they did when the Mini first shocked the establishment in the early ’60s. For Mark Burnett, Managing Director of Austin Cars Ltd, the project is about capturing the joy of simple motoring. “It’s not really a new idea,” he says. “We’ve been producing Austin parts for years, then set up Austin Pedal Cars in 2020 as a way into historic motoring for young people. The next step was always going to be creating something for the grown-ups — basic, fun, soul-stirring, no-frills motoring, simply because we can.” At the wheel will be some serious talent: former F1 driver Karun Chandhok and endurance ace Darren Turner. Their task? To show that even 65 years on, a Mini built to original Austin spec can still entertain a crowd at Goodwood. For anyone who has been lucky enough to attend the Revival, it’s an atmosphere unlike anything else in the automotive world. A few years back, we chronicled the experience first-hand here on MotoringFile, and the sight of Minis dicing with Jaguars and Alfa Romeos on track remains unforgettable. Adding these reborn Austins into the mix feels like the most fitting tribute to Issigonis’s little giant-killer. You can follow the action live on Goodwood’s YouTube channel, with the first race of the St Mary’s Trophy on Saturday, September 13 at 2:30 p.m. BST and part two on Sunday, September 14 at 6:00 p.m. The post Austin is Building All-New Classic Minis for Goodwood Revival appeared first on MotoringFile. View the full article

The day had finally come. After a few missed chances, we finally had a chance to spend a day with the new 2025 MINI Cooper JCW (F66) and it’s manual equipped predecessor the 2024 F56 JCW 1to6 Edition. The plan was simple: take both cars out of Chicago and into the familiar mix of city streets, lakefront stretches, and winding North Shore roads. Driving them back to back gave us the clearest look yet at the question that has hovered over the new car since its debut: has MINI softened the JCW formula, or has it managed to blend new levels of refinement with the same raw engagement that made the badge iconic? The 2024 MINI Cooper JCW (F56) lasted for almost ten years on the market and the 1th6 was the last version. F56 JCW: Blending The New and the Old-school The F56 JCW arrived in 2015 with 228/231 horsepower (depending on how you measure) and a standard six?speed manual that defined the experience. The seat bolstering locks you in and the suspension keeps you in the conversation even when the road gets messy. The four?piston front brakes were a big improvement over the R56 JCW and bring a firmer bite and more progressive feel. They are easy to modulate and, in practice, give you a little extra confidence even when outright stopping performance is similar to what followed. The charm is mechanical. You play with a hint of lag, you time the shifts, and you feel connected. The F56 is a JCW that asks you to a full participant in the driving experience. The 2025 MINI Cooper JCW (F66) has a simpler look but is heavily based on the previous F56 F66 JCW: Quicker responses, broader bandwidth The new F66 JCW keeps headline horsepower essentially the same but lifts torque to 280 lb ft, a meaningful jump from the F56 that you feel most in the mid?range. It swaps the old torque?converter automatic for a seven?speed dual?clutch, which is sharper and more predictive. However in a tragic move, MINI has eliminated the manual transmission altogether changing the overall character of the car. Nevertheless the F66 JCW is a car that feels more urgent without needing to be thrashed. The track is a touch wider, the steering tune is lighter and feels quicker on initial turn, and there is a slightly sharper edge as you load the front in medium?speed corners. Ride quality is more settled on the highway, noise is lower, and there is a whisper more body roll in exchange for better compliance. It is still a MINI, just a more mature one. Key stats back this up: power holds steady while torque jumps to 280 lb ft, 0 to 60 mph remains about 5.9 seconds, and top speed rises to 155 mph. This makes the F66 JCW the fastest non-GP MINI Cooper ever. Dissecting the F66 JCW’s Downgrades and Upgrades There are two big downgrades in the new F66 JCW that are worth concentrating on here. First MINI simplified the front hardware on the F66 from a four?piston fixed caliper to a single?piston floating caliper while keeping rotor sizing the same. The company cites cost control and a small reduction in unsprung mass, and says street braking performance is unchanged in its testing. In the real world the difference is subtle, but you can feel a change in bite and modulation when you drive the two cars back to back. It will matter more to track?day drivers than to commuters. Second is the lack of a manual. It’s been mentioned on there pages quite a bit so we won’t repeat ourselves. But this change gets at the heart of what the JCW formula has been since its modern inception in 2002. It’s make the F66 JCW less engaging and less connected to the brand’s past. But there are plenty of upgrades here. The F66’s wider stance, updated suspension tune and move to non?run?flat tire specs deliver a calmer ride and crisper responses. The cabin takes a step into the present with the circular OLED center display and a cleaner material story. These are real-world differences that really matter. The 2024 MINI Cooper JCW (F56) 1to6 Edition was a send-off to the manual Back-to-back Driving impressions Switching from one car to the other is where the differences really sharpen. The F66 feels quicker in day-to-day driving because of the torque. That extra pull in the mid-range makes the car surge forward with a kind of urgency the F56 can’t match. Passing on a two-lane road or darting into a gap in city traffic feels effortless. The dual-clutch gearbox reinforces this impression by snapping off shifts more seamlessly than the old torque-converter auto ever could. However it’s important to note that the speed of those shifts doesn’t feel any faster than the Aisin auto that the F56 offered. Yet when you climb back into the F56, it immediately feels more intimate – especially when there’s a manual involved. The older Recaro seats are slightly better at fitting my 6′ 2″ frame and your hand falls perfectly onto the manual gear-lever. It demands more of you, but the reward is involvement. Every upshift and downshift is a decision, every corner exit is an opportunity to balance lag against revs, and the four-piston brakes give a reassuring confidence that the F66’s simpler hardware can’t quite replicate. Steering is another point of contrast. The F66’s lighter, recalibrated rack combined with the slightly wider track makes initial turn-in a bit more crisp. We’re not at R50/R53 levels here but in 2025 the F66 JCW has precision in how you can place the car in corners. It’s not something most would notice but driving the two back to back, there’s no question there are subtle differences thanks to MINI sweating the details with the new car. The 2024 MINI Cooper JCW (F56) The 2025 MINI Cooper JCW (F66) On ride and refinement, the F66 takes the win. On the highway it is noticeably quieter, less harsh over expansion joints, and calmer after big impacts. The results is that the F66 feels a little more sophisticated and easier to live with day to day. While the was miles ahead to the its predecessor the R56, back to back with this new Cooper it feels its age slightly. But that may not be a bad thing for everyone. There’s a bit more mechanical honesty at times when you can actually her the nuance of the drivetrain for instance. In the F66 you’re just a bit more distant from it. One thing we’d remiss not to touch on here are the technology differences. To put it mildly, they are worlds apart. The F56 relies on the older iDrive system, offering wireless CarPlay but does so in a smaller screen and with a slow processor. The F66’s MINI OS9 is miles ahead in terms of hardware, with a large, circular OLED display and a processor that moves everything along on much faster clip. MINI killed the manual’s adaptive cruise system they offered early in the F56 generation, so there’s no autonomous tech at all on our test car. The F66 we drove had not just adaptive cruise but lane-keeping, which makes long stretches of highway driving a bit more relaxing. The verdict MINI has refined the JCW rather than reinvented it. The F66 is the more capable and more mature package, with more pace thanks to torque a more refined automatic gearbox, and with road manners that make it easier to live with every day. The F56 is the one that still delivers maximum engagement with the manual, more aggressive seats and a track-ready braking set-up. Driving the F66 JCW back into the city on I-94, a stretch of road I’ve driven every MINI on since my R50, made me realize just how far the brand has come. The F66 is the car you could drive every day without compromise. It makes commuting easy and fast driving effortless. On the other hand, the F56 JCW (with the manual) is the car you would choose when you want to feel like you are driving something that’s a bit of a throwback, even if it is less forgiving. One is more capable, the other more charismatic. Sound familiar? The new one is faster and a better daily. The old one is more engaging and a bit closer to the classic MINI DNA. How do you choose? If your priorities are speed with civility it’s the F66 JCW. If you value the conversation between driver and machine, there’s only one choice – start searching for a lightly used F56 JCW. We’d recommend at 1to6 if you can find one. The post F56 vs F66 MINI Cooper JCW: Old vs New Back to Back appeared first on MotoringFile. View the full article

On 26 August 1959, the British Motor Corporation revealed a tiny four-seater that would change the industry. The Mini, penned by Alec Issigonis, wasn’t simply clever, it was revolutionary. With a transverse engine, wheels at the corners, and space for four adults in a car barely ten feet long, it was packaging genius wrapped in a shape that felt immediately timeless. No one could have guessed at that moment that the Mini would become an icon of 1960s culture, a Monte Carlo Rally giant killer, and eventually the backbone of BMW’s premium small-car brand. Sixty-six years later, MINI still balances Issigonis’ original ethos with reinvention. Racing to Immortality Just two years after launch, John Cooper saw the potential. The result was the 1961 Mini Cooper, quickly followed by the Cooper S. The pairing of lightweight chassis and tuned performance created one of the most dominant rally cars of its era. The legend was cemented in 1964 when Paddy Hopkirk, Henry Liddon, and a Mini Cooper S stunned the motorsport world by winning the Monte Carlo Rally outright. That win, covered in our recent deep dive here, was followed by victories in 1965 and 1967. What made these wins remarkable was that a tiny British saloon outpaced vastly more powerful rivals on one of the toughest events in the world. This was the foundation of John Cooper Works, a brand-within-a-brand that still represents MINI’s racing DNA. Our look at the origin of JCW shows how the tuning house transformed the Mini into something far greater than its humble roots suggested. The 1990’s concepts that led to the R50 Decline & Reinvention Despite the motorsport success, the Mini’s brilliance couldn’t save it from the chaos of the British car industry. By the 1980s production dwindled, though the car still had loyal fans. The Rover-era revivals of the Mini Cooper in the 1990s and even a convertible in 1992 kept the flame alive, but it wasn’t until BMW took ownership in 1994 that a credible future was plotted. That led to 2001, when MINI, reborn under BMW, made its debut. Production began at Oxford, and a new era started. The Modern Generations 2001–2006 (R50/R53): The first BMW MINI balanced retro styling with engineering sophistication. The R50 Cooper, R53 Cooper S, and limited John Cooper Works models brought back the go-kart feel in a way no one expected from a brand-new car. 2007–2013 (R56/R55/R57/R60): The second generation introduced turbocharged engines, more refined interiors, and broadened the line-up. The Clubman returned, the Convertible was modernized, and the Countryman arrived, stretching the definition of MINI into crossover territory. 2014–2023 (F56/F54/F60): The third generation grew in size and sophistication. A five-door Cooper joined the line, as did a second-generation Clubman and a larger Countryman. Performance ramped up with the JCW models, including the extreme GP3. The era also saw MINI expand personalization, infotainment, and premium positioning. 2019: The first all-electric MINI, the Cooper SE, arrived, an Oxford-built statement that electrification could still deliver MINI’s essential character. 2023–present (J01/U25/J05/F66): The current generation is MINI’s boldest. Fully electric Cooper and Countryman models lead the way, joined by the first-ever Aceman crossover. The updated F66 ICE models keep traditional petrol buyers happy, while the Convertible and new Cooper 5-Door bring breadth to the combustion line-up. JCW models continue to fly the performance flag, with Bulldog Racing proving their worth at the Nürburgring 24 Hours with a class win in 2024. Timeline of MINI Milestones 1959: BMC unveils the first Mini, designed by Alec Issigonis. 1961: The first Mini Cooper debuts, priced at £680. 1962: Annual production hits 200,000. 1963–64: The first Mini Cooper S is launched. 1964: Paddy Hopkirk wins Monte Carlo Rally in a Mini Cooper S. 1965: Timo Makinen secures back-to-back Monte Carlo win. 1965: Mini builds its millionth car. Automatic transmission becomes available. 1967: Rauno Aaltonen takes a third Monte Carlo victory for Mini. 1972: Three million Minis produced. 1981: Production drops to 70,000 a year. 1990: Rover revives the Mini Cooper as a limited run. 1992: The first factory Mini Convertible debuts. 1994: BMW acquires Rover and with it the Mini. 2001: World premiere of the BMW MINI. Production begins at Oxford. Cooper S debuts at Tokyo Motor Show. 2002: Oxford produces its 100,000th MINI. 2004: The MINI Cooper S Convertible is introduced. 2007: Diesel-powered MINIs arrive, alongside the Clubman. 2010: First-generation Countryman is unveiled. 2014: Five-door Cooper introduced. 2015: MINI adopts a new logo. 2016: Three million MINIs built at Oxford. 2020: First fully electric MINI (Cooper SE) enters production. 2021: New 3-door, 5-door, and Convertible debut. 2023: New electric Cooper and Countryman revealed. 2024: MINI Aceman premieres. Bulldog Racing wins Nürburgring class victory. 2024: New Cooper 5-Door and Convertible unveiled. 2025: Bulldog Racing scores second place at the Nürburgring 24 Hours. 66 Years and Counting MINI has lived many lives: a symbol of 1960s Britain, a motorsport underdog, a victim of industry decline, and now a thriving premium small-car brand with global reach. Today’s line-up—spanning from three-door Cooper to electric Aceman, shows that MINI is still evolving without losing sight of its roots. At 66 years old, MINI stands as proof that Alec Issigonis’ original idea was not just clever engineering but a foundation durable enough to carry across generations, powertrains, and even cultural shifts. And if history is any guide, this little car’s story is still far from finished. The post MINI Turns 66: A Look Back at Its History, Milestones and Motorsport Glory appeared first on MotoringFile. View the full article

MINI has once again turned to the world of fashion for its latest design collaboration. For the 2025 amfAR Gala in Salzburg, BMW Austria partnered with Lebanese designer Elie Saab to create a one-off MINI Cooper S that blends haute couture with MINI’s design language while supporting amfAR’s ongoing fight against HIV/AIDS. The car itself is based on the new F66 Cooper S, powered by BMW’s B48 2.0-liter turbocharged four-cylinder producing 204 hp. In this case, the mechanicals remain untouched. What sets this car apart is the finish and the interior, where Saab’s eye for detail transforms the hatch into something closer to wearable art than a mass-produced car. The exterior wears a custom metallic gradient that fades from liquid copper through soft bronze to a subtle nude, giving the car a sculptural quality that changes depending on the light. The 18-inch slide-spoke wheels carry a satin finish with the Elie Saab logo etched into their surface, a small but intentional touch that links the car directly to the designer’s studio. Inside, Saab specified brown leather throughout the seats and door panels, quilted with his monogram. The collaboration goes further than visuals, though. MINI worked with Saab to integrate his fragrance “Golden,” developed with Culti Milano, into the cabin. A small leather-wrapped cushion near the steering wheel releases the scent of bitter orange and cedarwood, creating a multisensory atmosphere that makes this car unlike any other MINI. While much of the focus is on aesthetics, the purpose of the car is just as important. The MINI by Elie Saab was created for auction at the Salzburg gala, with proceeds going directly to amfAR’s HIV/AIDS research programs. For BMW Austria and MINI, this continues a tradition of pairing fashion-inspired one-offs with philanthropic causes, using design to spark interest and raise funds. The MINI by Elie Saab isn’t meant to preview production models or new options packages. Instead, it demonstrates how the brand can flex its design language in unexpected directions while aligning itself with cultural and philanthropic events. As a rolling one-off, it’s as much about the statement it makes in the ballroom as it is about the way it looks on the road. The post Exclusive MINI Cooper by Elie Saab Blends Couture and Performance appeared first on MotoringFile. View the full article

As MINI rolls out its most ambitious model lineup in years, MINI USA and MINI Financial Services are introducing EasyOwn — a new financing program designed to make MINI ownership simpler and more accessible than ever. At its core, EasyOwn is exactly what it sounds like: a straightforward, transparent approach to financing that aligns with MINI’s renewed focus on clarity, value, and customer empowerment. With MINI’s 2026 pricing strategy already making the brand more attainable, EasyOwn takes that accessibility a step further by demystifying the finance process and giving customers more control over their purchase. “MINI EasyOwn is a renewed commitment to making MINI ownership as intuitive and accessible as possible,” said Swati Licis, Department Manager, Marketing, Customer & Product Management at MINI Financial Services. “With a clear approach in step with MINI’s optimized pricing structure, we’re empowering customers to feel more in control of their journey.” Behind the scenes, this move is about more than just new paperwork. MINI Financial Services is aiming to boost awareness of its finance and lease options while reaching a broader audience — particularly first-time buyers and those new to the brand. It’s also part of a larger strategy to streamline the path to purchase and reinforce MINI’s position as a smart, stylish, premium alternative. And the timing couldn’t be better. MINI U.S. sales are on the rise, up 29.1% in Q2 of 2025 compared to the same period in 2024 — driven largely by surging interest in the all-new Countryman. Year-to-date, sales are up 19%, signaling strong momentum as the brand transitions into this next chapter. Interested customers can learn more about MINI EasyOwn at MINIUSA.com/financial-services or by visiting their local MINI dealer. The post MINIUSA Launches EasyOwn: A Smarter Way to Buy Your Next MINI appeared first on MotoringFile. View the full article

Mercedes-Benz is reportedly in advanced discussions to source BMW’s four-cylinder petrol engines for a wide range of its future models. The move, first reported by Germany’s Manager Magazin, could see one of BMW’s most important powerplants, the B48, playing a central role in both brands’ internal combustion futures – and by extension, MINI’s. According to Manager Magazin, the two German rivals are at a high level of planning and negotiations, with an announcement expected before the end of the year. If finalized, the deal would represent a major shift for Mercedes, which has recently slowed its EV roll-out in response to weaker-than-expected demand and is rethinking its ICE strategy. Why Mercedes Wants BMW’s B48 For Mercedes, the attraction is clear. The B48 engine family already meets Euro 7 standards and has been engineered for both longitudinal and transverse layouts. That flexibility means it can be dropped into everything from compact cars like the CLA and GLA to mid-size staples like the C-Class, E-Class, and GLC – not to mention the upcoming “Little G.” By contrast, Mercedes’ new in-house M252 four-cylinder, developed in Germany and built in China by Horse (a Geely-Renault joint venture), is limited in scope. Offered in the latest CLA with outputs ranging from 136 to 190 hp, it works well in mild-hybrid form but isn’t engineered for plug-in hybrid or range-extender applications. The B48, however, is already proven in such roles, giving Mercedes a ready-made solution without massive new R&D investment. What This Means for BMW and MINI For BMW, supplying engines to Mercedes would mark a historic first: two German luxury carmakers sharing combustion engines. It’s being framed as a “strategic step to cut development costs,” but it also signals that BMW has no intention of walking away from refining the B48 any time soon. And that’s where MINI comes in. The B48 powers nearly every MINI model today, from Cooper S to JCW, and if BMW is about to commit to a deeper, long-term development cycle for the engine, it suggests MINI will continue to benefit from upgrades in efficiency, emissions compliance, and potentially performance. A Shared Future and Shared Costs The partnership could go even further. Reports suggest the two companies may look at shared production hubs, including the possibility of a U.S.-based engine plant to avoid mounting import tariffs. There’s even speculation that gearboxes could be part of the agreement in the longer term. If this deal is signed, it won’t just reshape Mercedes’ ICE lineup. It could also lock in the B48 as BMW’s (and MINI’s) mainstay four-cylinder for years to come – a reassuring sign for those of us who still believe in the future of a turbocharged MINI Cooper S or JCW with petrol power. The post Mercedes Might Use BMW’s B48 Engine – What it Means For Future MINI Coopers appeared first on MotoringFile. View the full article