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As we reported over a year ago, the new MINI Convertible will retain the older light shape eschewing the new, angular design that has been so controversial. Why has MINI done this? As we reported last year, it’s not due to public backlash over the new design. It’s actually a much simpler reason. First we have to remember that this “new” MINI Convertible is actually a heavily refreshed version of its predecessor the F57 MINI Convertible. Like the F57 and all “new” MINI convertibles before it, this new MINI convertible’s rear design is actually quite a bit different than the hardtop. The F66 MINI Hardtop with its new, triangular rear lights. Key to this is the rear tailgate design that allows for easy loading into the boot and even some tailgating options. But that layout presents some challenges for MINI and has made redesigning the taillights very difficult. Simply put, MINI wasn’t able to easily integrate the new design into the convertible layout due to the tailgate on the convertible. We say easily because it could have been done but the cost associated with that change would have been substantial. According to sources MINI didn’t believe they’d sell enough F67s to recoup the cost of re-engineering the F57’s rear tailgate and decided to retrofit the LED design into the existing shape. Could MINI Revert Back to This Shape in F66 and J01? The quick answer is not likely. If the public outcry is loud enough surely MINI can make the investment. While we’ve heard from plenty of you who don’t like the new taillights, we’ve also heard from plenty who do or at the very least don’t mind them. That alone will likely make MINI spend their money elsewhere as they plan the F66 and J01’s mid-cycle update coming in 2-3 years. The post Why The New MINI Convertible Doesn’t Have the new Triangular MINI Taillights appeared first on MotoringFile. View the full article

The BMW Group is adding the streaming service Paramount+ to its vehicles, allowing subscribers to access a variety of movies, original series, and popular shows like Star Trek Discovery. Owners of new MINI’s equipped with Operating System 9 can stream content on the control display when the vehicle is stationary, providing entertainment during charging stops or breaks on long trips. The service automatically turns off when driving resumes for safety reasons. Paramount+ is available through the BMW Digital Premium or MINI Connected Package in several countries, including the US, UK, Germany, and Italy. Paramount+ offers a diverse selection of entertainment, from dramas like Tulsa King to reimagined franchises like Tales of the Teenage Mutant Ninja Turtles. The platform also includes a library of live sports and news. Subscribers can access Paramount+ and other video content via the Video App (DTS AutoStage Video Service Powered by TiVo), which is integrated into BMW and MINI’s latest infotainment systems. Other available streaming services include Pluto TV, Bloomberg, TED, Yahoo!, and market-specific options. The post MINI Launches Paramount+ In-Car Entertainment appeared first on MotoringFile. View the full article

Today, MINI is releasing its last “new” petrol-powered model ever: the F67 MINI Cooper Convertible. However, in the case of the F67, “new” might be a loose term. Much like the F66 Cooper, the new Cooper Convertible takes MINI’s existing convertible formula and updates it with new styling, technology, and numerous mechanical changes meant to improve the overall driving experience. Design: New Yet Very Familiar The F67 MINI Cooper Convertible may look brand new to the casual observer, but as you likely know (especially if you’ve been following MotoringFile), it’s actually based on the previous-generation convertible. Why? MINI is making a huge investment in electrifying its product lineup with the J01 MINI Cooper, J05 MINI Aceman, U25 Countryman SE, and even the forthcoming J03 electric MINI Convertible. This significant investment led to a decision: completely drop the ICE-powered family of Coopers, spend billions creating a new one, or thoroughly rework the current generation by adding performance, technology, and a fresh design inside and out. Ultimately, there was only one choice, and the F66 is the answer. One of the first things you’ll notice is that MINI’s unique three-stage convertible top has been retained in this new generation. This top allows the F67 to open partially, creating a sunroof effect, or fully, for the complete open-top experience. It can retract in just 18 seconds at speeds under 18 mph (30 km/h), just like before. Another standout feature is the rear lights. As we exclusively reported over a year ago (and to the delight of some MINI fans), the new F67 Convertible will not adopt the triangular light design seen on other models. While the LED layout inside the lighting enclosure mimics the new triangular lights, the F57 (and subsequently the F67) rear design couldn’t accommodate the new shape seen on the F65 and F66. Thus, MINI worked within the existing shape to integrate the new LED layout. Despite this, the lights will offer different LED signatures, in line with the rest of the new MINI range. The previous generation F57 Convertible next to the new F67 Convertible. The F67 Convertible will come in a dozen paint finishes, including the exclusive and elegant Copper Grey. This is a brand-new color exclusive to the F67, featuring a sunburst effect deep within a cool grey tone. Massive Interior Redesign While the interior design is new for the convertible, it’s not new for the brand. The interior is carried over entirely from the recently released MINI Cooper hardtop and features a radical rethink of materials and the digital experience. Like the F66 hardtop, the new convertible looks like a completely new vehicle, adopting the design language, materials, and technology that originated in the J01 electric MINI Cooper. At the heart of this is a circular OLED screen that controls the majority of the car’s functionality. The experience is identical to that found in other new MINI models, except for the “Always Open Timer,” which calculates how much time the top is down. The 9.5” (240 mm) wide circular OLED screen, though unusual compared to rectangular designs, feels natural thanks to MINI’s clever organization of information. The “Charismatic Simplicity” design language focuses on minimalism with a touch of MINI character, and the OLED display seamlessly blends static and dynamic elements with an intuitive hierarchy. One criticism, however, is that the system can occasionally be slow or buggy. While this is being addressed through over-the-air software updates, there are still some lingering issues to fix. Another headline-grabbing change is that this new MINI is completely leather-free. Due to the environmental impact of leather production, MINI has made the bold decision to eliminate leather, starting with the all-electric J01 MINI Cooper. Instead, the F67 uses “Vescin,” a material that stays cooler in summer, is made from recycled materials, and can be 100% recycled. In our time with Vescin (has MINI calls), we’ve found it to be a step above the standard leather MINI had previously offered but not quite at the level of the optional Lounge Leather that we’ve seen on some MINIs for a decade. But on the plus it stays cooler in the summer, it’s made of recycled materials and itself can be 100% recycled. The MINI Cooper Manual Is Eliminated As production of the F56 ended, over 50% of JCW hardtops sold in the U.S. were equipped with a manual transmission. However, the economic realities of European legislation have forced MINI to adopt a single transmission across the F66 lineup. The familiar 7-speed dual-clutch transmission (DCT) has undergone small refinements. Replacing the manual transmission is all about the costs of meeting European emissions standards. While North America doesn’t have the same regulations, the investment required couldn’t be justified by the expected sales. Even with a 50% take rate on the JCW, the sales volumes weren’t enough to cover the costs of maintaining the manual option. Adding to the shift in design, MINI’s new dash-mounted gear selector replaces the center console-mounted gear lever with a small toggle on the dashboard. This logical design frees up space and simplifies gear selection, while paddle shifters allow manual control of the DCT. Performance Upgrades for the F67 MINI Cooper Convertible The base MINI Cooper C Convertible will offer both three- and four-cylinder engines, depending on the market. For North America, South Korea, and a few other regions, the 4-cylinder B48 engine will be used. In Europe and elsewhere, the B38 3-cylinder engine will be offered. This results in two distinct versions of the MINI Cooper C. The UK and EU 3-cylinder version will produce 115 kW (154 hp), while the U.S. 4-cylinder version will deliver 120 kW (161 hp). The U.S. version also gains 14 lb-ft of torque, bringing it to 174 lb-ft. Unfortunately, neither version will have a manual transmission, as MINI has fully transitioned to DCT for this generation. ModelF56 CooperF56 Cooper SF66 Cooper C (B38)F66 Cooper C (B48)F66 Cooper SPower134 hp189 hp156 hp 161 hp 204 hpTorque162 lb-ft/1480 rpm206 lb-ft/1350 rpm 170 lb-ft/1,480 rpm184 lb-ft/1,480 rpm221 lb-ftTransmissionManual/DCTManual/DCT7 speed DCT7 speed DCT7 speed DCTCurb Weight*2,769 lbs2,842 lbs2943 lbs3,014 lbs3,014 lbs*Includes standard equipment, a 90% full tank and a driver weight of 75 kg The more powerful F66 Cooper S will feature a global engine with a 7.4% horsepower increase, going from 189 to 204 hp, and a significant torque boost to 221 lb-ft. This allows the F66 Cooper S to reach 62 mph in 6.6 seconds (60 mph in 6.3 seconds), with figures likely being conservative. We’ll have more on the new convertible’s specifications and how it compares with its predecessor soon. MINI Convertible Launch Timing Production of the F67 MINI Convertible will begin in November with the Cooper C and Cooper S models. European showrooms will see deliveries in December, while North American deliveries are expected to start in January. We expect the JCW Convertible to commence production in March of 2025 with deliveries beginning later that month and late April in North America. The post Premier: 2025 MINI Cooper Convertible – MINI’s Last New Combustion Powered Car appeared first on MotoringFile. View the full article

We’ve heard for months that MINI is planning to launch the new electric and combustion Cooper JCWs this fall. But in a surprise move, MINI is changing plans and will debut two new electric JCW models first. Here’s what we know and what we’re likely to see. First, the facts. At the 2024 Mondial de l’Automobile, MINI is showcasing its range of electric vehicles, with a focus on efficiency and performance. From October 14th to 20th, visitors can explore the entire lineup of MINI’s electric models, including the world premiere of two new all-electric John Cooper Works vehicles (more on those in a bit). Alongside these, the MINI Cooper SE, MINI Aceman SE, and MINI Countryman SE ALL4 will also be on display. The Electric JCW models – What We Know First off, we know that the J01 Cooper JCW will be one of these models, as MINI is clearly teasing it in its latest videos. But we believe MINI will surprise us by also debuting the first-ever J05 Aceman JCW. Due to the recent Chinese leak of both vehicles, MINI may have decided to accelerate their plans (the J01 JCW was originally set to debut on the 24th) and reveal both cars now. The electric MINI Cooper JCW rear design Exclusive Look at The Electric JCW’s Performance The all-electric MINI Cooper and Aceman JCW will be mechanically identical, featuring a revised electric motor with a power output of 252 hp and 252 ft-lbs. We expect 0-60 times to be in the mid-5-second range for both models. MINI has previously limited its electric cars to 170 km/h (105.6 mph) due to range limitations. However, they’ve decided to lift that limit, allowing both new electric JCWs to reach a top speed of 124 mph—still quite a difference from the 155 mph top speed of the U25 Countryman JCW. J05 MINI Aceman EJ05 MINI Cooper SE2025 J05 Aceman JCW2025 J01 MINI JCWHorsepower184 hp218 hp255 hp255 hpTorque214 lb-ft243 lb-ft252 lb-ft252 ft-lbsRange (WLTP)183 – 193 miles237 – 253 milesTBATBABattery Size40kWh54kWh54kWh*54kWh*All numbers provided by MINI except * which are confirmed only through unofficial sources. MINI will also be updating the suspension calibration and offering larger brakes. Expect four-piston brakes up front with a single-piston design in the rear. With these performance updates, there will be a downside—reduced range. While we don’t have official figures from MINI, we’ve been told to expect a slight reduction in range due to the nature of the modifications and the fact that MINI will retain the same battery technology and size as the SE. The electric MINI Aceman JCW rear design 2025 MINI Aceman JCW Production & Release Timing Both the electric MINI Cooper JCW and MINI Aceman JCW will begin production in China this January, before expanding to MINI’s Oxford Plant in the UK in 2026, likely paving the way for North American deliveries. Until then, the electric MINI Aceman JCW will be exclusively available in Asia, Europe, and South America. But these aren’t the only new JCW offerings MINI will unveil this year. MINI will debut the petrol-powered F66 Cooper JCW later this year, with production to follow shortly afterward. The post Two New Electric MINI JCWs To Debut at Paris Auto Show & We Have an Early look appeared first on MotoringFile. View the full article

Кто сталкивался с ошибкой 9с90 авто мини катримен 2011 г ! проблема в следующем кондиционер работает но ведет себя странно постоянно отключается и включается с интервалом секунд по 10! висит ошибка ! Не пойму куда капать !

Five years ago, BMW and MINI placed a bet on an electrification strategy summed up in four words: “the power of choice.” The concept was simple—give consumers the ability to choose between combustion or electric power in any type of car the brands offer. Rivals criticized the approach as too conservative, predicting that such products would be flawed and fail to sell. Fast forward to 2024, and it seems that the power of choice is exactly what consumers want. Just before Oliver Zipse became CEO of BMW in 2019, he spoke at an event at the MINI plant in Oxford, expressing the need for caution regarding electric vehicles. “Flexibility is key,” he stated, referring to the plan to electrify BMW and MINI’s model range while maintaining maximum flexibility for both the company and its customers. At that time, many competitors were making aggressive, multi-billion-dollar moves toward electrification to compete with Tesla. However, in July, BMW surpassed Tesla in European electric car sales, a milestone that highlights the success of its pragmatic and methodical approach to electrification. BMW and MINI’s more conservative approach wasn’t due to indecision. As a relatively small global manufacturer, they couldn’t afford to make multi-billion-dollar bets and be wrong. They had to be pragmatic, relying on engineering solutions to strike the right balance. One example of how they achieved this is the MINI Countryman. The car was designed with an architecture that accommodates both internal combustion engines (ICE) and electric power, allowing both versions to be produced on the same assembly line. While it sounds straightforward, the amount of planning and foresight required was immense. Yet BMW and MINI have managed to execute it successfully. That said, there are downsides to this approach. EVs built on platforms that can also accommodate ICE vehicles miss out on the space-saving advantages of electric motors and flat battery packs. As a result, they may have slightly smaller batteries and be less efficient overall. Charging speeds, too, tend to be slower than some competitors. On the other hand, ICE cars built on these platforms face higher ride heights, as they’re designed to accommodate battery packs and other electric vehicle components. This can lead to heavier and bulkier structures. Zipse himself acknowledged this in 2019, but didn’t think it would be a dealbreaker for consumers, stating: “You may find 2kg here and 2kg there, but that is not relevant for a buying decision.” BMW is betting that consumers won’t mind these trade-offs, including the slower charging speeds. Given that much of the global charging infrastructure isn’t yet capable of supporting high-speed charging, they believe consumers aren’t missing out—yet. One benefit of this single-platform strategy is lower investment costs, which should, in theory, keep prices more competitive for buyers. This strategy is now being recognized by many in the industry as the right move, and other automakers are beginning to follow suit. The results speak for themselves: BMW reported a €3.7 billion profit in Q2 2024. What This Strategy Means for the Future of MINI? MINI will continue the “power of choice” strategy until its 5th-generation model family debuts in early 2030. The brand plans to transition to an all-electric lineup globally by 2031. The new Countryman will take advantage of BMW’s forthcoming Neue Klasse platform, which features 800-volt architecture. However, it remains unclear how MINI will approach the smaller Cooper. If the past few years have taught us anything, it’s that plans can change. And if consumer demand for alternatives to EVs remains strong, BMW and MINI’s “power of choice” strategy may continue for longer than expected. The post BMW & MINI’s Conservative EV Strategy Is Starting to Look like The Smart Choice appeared first on MotoringFile. View the full article

MINI USA sales were down 33% from the previous year, despite the introduction of all-new models. However, this decrease likely reflects less on the cars themselves and more on availability issues and a poorly timed recall and stop sale. MINI’s sales in the U.S. totaled 5,284 vehicles in the third quarter of 2024, a 33% decrease compared to the 7,900 vehicles sold in the third quarter of 2023. To put that in perspective, this is less than the total number of highly profitable X7s BMW sold in the same period. We identify three key reasons for this decline. The first and most critical is inventory. While inventory levels have increased, they were not sufficient for dealers throughout the quarter. Second is the recent the recall and stop sale of cars already on the lot. The issued is involving the braking system on a large range of cars and has frustrated dealers as its directly affected sales. Finally, there has been a lukewarm response from some current MINI fans regarding the new models. While it’s unclear how much this has impacted sales, it is evident from comments on MotoringFile and social media channels. The post MINI USA Sales Down in Q3 as New Models Finally Begin Arriving at Dealers appeared first on MotoringFile. View the full article

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With the introduction of the new MINI family, the brand has fully embraced bold colors, textures, and even textiles to create a unique design language. What goes into this process, and what’s driving this change? We delve deep with the team behind the work and explore the strategy that brought these new concepts to life. MINI’s heavily revised design language has been the talk of the town since the new models debuted a year ago. However, the most intriguing aspect of MINI’s new look is perhaps the interior. This is where MINI Design’s Color and Trim team has introduced not just bold colors but also entirely new ideas, such as knitted textiles across the dash and doors. They’ve even replaced leather with a product they call Vescin. It’s a bold move by MINI, one that has been both praised and criticized by fans. But one thing is clear: it’s unique in the market, drawing inspiration from emerging design trends outside the automotive world. Some of the divisiveness stems from the patterns and colors (or color combinations) that MINI is offering. By mixing new patterns, colors, thoughtful design touches, and innovative materials, the interiors of the new MINI models offer a wide range of looks, from simple to elaborate. MINI is keen to show the versatility these new materials unlock. Innovative Materials Give MINI New Design Possibilities One standout feature is the 2D weaving process used to create interior surfaces from recycled polyester. This technique is employed for dashboards and door panels, making them feel warm and inviting. The weaving method allows for creative designs in terms of color and structure, enabling a two-tone design where the lower layer’s color peeks through the upper one. Inspired by sneaker design and perfected over time, this method gives the interiors a visually complex, high-quality, and unique appearance. The woven textiles aren’t just visually appealing but also offer a distinct tactile experience. The woven structure, specially developed for MINI, is an entirely new idea in the automotive world and marks a clear departure from MINIs of the past. One benefit MINI highlights is the extensive customization potential. Reportedly, it will be easier and more affordable to introduce new colors and patterns, allowing for more personalization than before. However, MINI has yet to fully realize this level of variation, and one common critique is the limited customization options outside of the three MINI Styles. But that may change in the future. Why Textiles Are Replacing Foam We’ve become so accustomed to foam dashboards that we often take them for granted. But foam is not particularly environmentally friendly. MINI’s use of textiles, made from recycled materials and 100% recyclable, is an interesting alternative. There has been some concern about how to clean and care for it compared to foam. MINI assures us that a simple damp cloth will do the job. They also claim it’s fade- and heat-resistant, potentially making the interior of MINIs slightly cooler in the sun. That’s not to say it’s perfect. Some owners have complained that the texture feels rough and isn’t as pleasing to the touch, especially on the doors where many rest their arms. Can Vegan Seats Feel Better Than Leather? What’s wrong with leather? It’s complicated, but it’s not the most natural or environmentally safe material to produce. Leather also doesn’t align with MINI’s environmentally conscious, animal-friendly brand image. So how do you replace something as iconic as leather seats? By finding a more eco-friendly alternative that feels better to the touch and lasts longer. BMW and MINI are confident in products like Vescin (BMW’s version, Sensafin, is an improved version of Sensatec), and they’re already using these materials in cars with MSRPs well over $100,000. When you first sit in a new MINI with Vescin, it’s clear that it’s a step up from the Leatherette we’ve known. But how does it compare to leather? Quite well. Compared to the standard Chesterfield or Cross Punch leather seating, Vescin feels softer and more premium. Not surprising, given that MINI’s standard leather is more of a veneer over other materials. The real test is how Vescin compares to MINI’s previously optional Lounge Leather. Here, Vescin struggles a bit. It doesn’t quite match the buttery feel—at least on the seats. However, the Vescin on MINI’s sport steering wheel does come close to that suppleness. Could we eventually see this grade of Vescin used for seats as an option? It’s certainly possible. Crafted for a Tactile Experience In the new MINI models, the overall vibe is just as important as the color scheme and material choices. MINI has paid close attention to the surface textures and patterns on every plastic part inside. These designs are inspired by natural and scientific sources—like the grain of wood or rock, or even satellite images of fields, water bodies, or mountains, which inspire new patterns. The subtle MINI grain developed in this way blends seamlessly with the bold weave, linking all the materials in the vehicle interior. MINI’s color and trim design will continue to evolve with the soon-to-be-released MINI Aceman, JCW models, and the forthcoming convertibles. And this is just the beginning. Expect to see even more options, including limited edition prints and color combinations, in the near future. The post Video: How MINI Design is Revolutionizing Interiors with Color and Materials appeared first on MotoringFile. View the full article

The first-ever electric MINI Aceman is the brand’s smallest crossover since the original 2011 Countryman. But smaller doesn’t necessarily mean less usable. When we compare it to the larger electric Countryman SE, we see some surprisingly similar dimensions and even comparable performance. So, how do they really differ, and which one is better for you? We delved into exclusive data on both cars to find the answers. A Deep Look at the Numbers While the Aceman effectively replaced the Clubman in the MINI lineup, it’s more of a follow-up to the original R60 Countryman or the 2024 F55 Cooper S 5-door. As you can see below, the dimensions support this comparison. ModelsJ05 Aceman SE / ELECTRIC (’24-’31)F55 Cooper 5 Door / PETROL (’14-’24)R60 Countryman All4 S / PETROL (’10-’16) F60 Countryman All4 S / PETROL (’17-’23)U25 Countryman SE / ELECTRIC (’24-’32)Length4079 mm / 161 in3982 mm / 156.8 in4097 mm / 161.3 in4298 mm / 169.2 in4429 mm / 174.37 inHeight1514 mm / 59.6 in142.5 mm / 56.1 in 1562 mm / 61.5 in1557 mm / 61.3 in1613 mm / 63.5 inWheelbase2526 mm / 99.44 in2567 mm / 101 in2596 mm / 102.2 in2670 mm / 105.1 in2692 mm / 106 inWeight1710 kg / 3,770 lbs1355 kg / 2987 lbs 1455 kg / 3208 lbs 1605 kg / 3538 lbs2075 kg / 4,574 lbsLarger numbers are in bold It’s important to note that the electric Countryman SE is built on an internal combustion platform, so it doesn’t fully benefit from the flexibility and space efficiency an EV skateboard chassis can offer. That means the difference in external dimensions may not directly translate to interior size. With that in mind, it’s not surprising that the Countryman is a full 13” longer and 4” taller than the Aceman. It’s also 800 lbs heavier due to its larger battery and structure. So, it’s a materially larger vehicle on the outside. But, as we alluded to earlier, it’s the interior where things get interesting. Surprisingly, the Countryman’s wheelbase is only 6” longer than the Aceman’s, despite the overall 13” length difference. This means that, while the Aceman is smaller, its wheelbase is proportionally longer, pushing the wheels to the corners and creating more interior volume—much like the original Mini. This design results in surprising interior space in certain areas. InteriorJ05 Aceman (’24-’31)U25 Countryman (’24-’32)First Row Legroom1045 mm / 41.1“1026 mm / 40.4″Second Row Legroom822 mm / 32″941 mm / 37″First Row Shoulder Room1370mm / 53.9″1459mm / 57.4″Second Row Shoulder Room1338 / 52.6″1392 / 54.8″Headroom First Row (w/sunroof) 1036 mm / 40.8″1034mm / 40.7″Headroom First Row (w/sunroof)958 / 37.7″960 / 37.8″Luggage capacity (up/down)450 / 1450 L707 – 1586 LLarger numbers are in bold For instance, the smaller Aceman actually offers more interior space in two key areas: front legroom and headroom. As mentioned earlier, this is due to the Aceman’s dedicated electric chassis, giving MINI designers and engineers much more flexibility when it comes to interior packaging. MINI Countryman vs Aceman: Range Let’s start with the range. As shown below, the battery size varies significantly between the Aceman and the Countryman. Thanks to its larger size, MINI was able to fit a bigger battery into the new Countryman. However, it’s worth considering if this was a calculated move by MINI. Knowing that the Aceman is 800 lbs lighter, MINI likely wanted to keep the Aceman more nimble and cost-effective by limiting its weight and price. J05 Aceman EJ05 Aceman SE U25 Countryman E U25 Countryman SEBattery Size42.5 kWh 54.2 kWh 66.5 kWh66.5 kWhUsable Battery Capacity38.5 kWh 49.2 kWh 64.7 kWh64.7 kWhWLTP Range310 km / 193 miles407 km / 253 miles462 km / 287 miles430 km / 267 miles Despite the differences in battery size and weight, the Aceman holds its own against the Countryman with a WLTP range of 253 miles compared to the Countryman SE’s 267 miles. One interesting note: the Countryman E and SE share the same battery, whereas the Aceman E and SE do not. This directly impacts the range for the Aceman E versus the Countryman E. What does this mean for real-world range? EVdatabase.org offers excellent insights into this, publishing estimated ranges based on different weather conditions. As you can see, there’s a notable difference between mild and cold temperatures. But it’s important to note that these are estimations, not real-world data. Mild Weather ScenariosJ05 Aceman SE U25 Countryman SECity – Mild Weather *440 km / 273 miles535 km / 332 milesHighway – Mild Weather *275 km / 171 miles340 km / 211 milesCombined – Mild Weather *345 km / 214 miles420 km / 261 miles Cold Weather ScenariosJ05 Aceman SE U25 Countryman SECity – Cold Weather *290 km / 180 miles360 km / 224 milesHighway – Cold Weather *210 km / 131 miles265 km / 165 milesCombined – Cold Weather *250 km / 155 miles310 km / 192 milesIndication of real-world range in several situations. Cold weather: ‘worst-case’ based on -10°C and use of heating. Mild weather: ‘best-case’ based on 23°C and no use of A/C. For ‘Highway’ figures a constant speed of 110 km/h is assumed. The actual range will depend on speed, style of driving, weather and route conditions. Data provided by ev-database.org MINI Countryman vs Aceman: Performance Now, let’s look at outright performance. Although data is limited, what we do have suggests a clear win for the Countryman SE in terms of acceleration. However, with most electric vehicles, speed comes at the expense of range, so both cars have relatively low top speeds. ExteriorJ05 Aceman EJ05 Aceman SEU25 Countryman EU25 Countryman SE0-62 mph7.9 seconds7.1 seconds8.6 seconds5.6 secondsTop Speed160 km/h / 99 mph170 km/h / 106 mph169 km/h / 105 mph180 km/h / 112 mph As for track performance, it could be a different story. With its 800-lb weight advantage, the Aceman SE might edge out the Countryman SE on the right track. But that remains conjecture for now. Aceman vs Countryman – Conclusions There’s no question that the Aceman is a more MINI-like vehicle in terms of its proportions and maximizing space. In fact, it’s actually larger in some dimensions than the new U25 Countryman. Equally important, it embodies the MINI ethos with its lighter weight and agility. This gives us a strong sense of how it will handle, suggesting the Aceman could hit a sweet spot in the MINI range, likely to be highly popular with potential buyers. The post MINI Aceman vs MINI Countryman – Which Electric Crossover is Best? appeared first on MotoringFile. View the full article

The combustion-powered MINI Cooper C has finally launched and arrived at dealerships worldwide. But what exactly is the “C,” and how does it differ from the “S”? The answer might surprise you. We dive into the details of the entry-level Cooper and explain why it might be the better choice. The MINI Cooper C’s Four Cylinder Secret Since the F56 Cooper was introduced in 2013, the base model has featured a raspy and fun 3-cylinder engine. However, with the F66 generation, that changes for part of the world. There will be two versions of the F66 Cooper C: one made specifically for North America, South Korea, and a few smaller markets, and one for the rest of the world. The key difference lies in the engine and output. The venerable B48 four-cylinder will be used in the North American Cooper C, while the B38 3-cylinder will be offered in Europe and most of the rest of the world. The result is two distinct versions of the MINI Cooper C. The UK and EU’s 3-cylinder version will produce 115 kW (154 hp), while the 4-cylinder U.S. version will deliver 120 kW (161 hp). A more significant difference is the torque, with the U.S. version gaining 14 lb-ft, bringing it to 174 lb-ft. Unfortunately, neither version will be available with a manual transmission, as MINI has moved to an all-DCT lineup in this new generation. ModelF56 CooperF56 Cooper SF66 Cooper C (B38)F66 Cooper C (B48)F66 Cooper SPower134 hp189 hp156 hp 161 hp 204 hpTorque162 lb-ft/1480 rpm206 lb-ft/1350 rpm 170 lb-ft/1,480 rpm184 lb-ft/1,480 rpm221 lb-ftTransmissionManual/DCTManual/DCT7 speed DCT7 speed DCT7 speed DCTCurb Weight*2,769 lbs2,842 lbs2943 lbs3,014 lbs3,014 lbs*Includes standard equipment, a 90% full tank and a driver weight of 75 kg But the big difference isn’t the extra 7 hp. It’s the fact that under the hood of the U.S.-spec MINI Cooper is the exact same B48 engine that powers the 204 hp Cooper S, down to the engine code and the same dual-stage turbo. The only difference will be the software. This could potentially open up an entirely new world of tuning possibilities, allowing the base MINI Cooper to achieve much higher power output — a potential game-changer in the MINI tuning world. Why has MINI made this change? While it’s unclear, it likely has something to do with the complexity and cost of engineering and approving multiple engines and configurations for different markets. In regions like North America, where emissions and CO2 output are measured differently, the 3-cylinder engine may not have been clean enough to justify its inclusion in the lineup. The extra power will certainly help offset the added weight of the B48. For the first time in stock form, the Cooper weighs over 3,000 lbs, with a total weight of 3,014 lbs. That’s 245 lbs heavier than the 2,769 lbs F56 Cooper equipped with the same DCT. Why the increase? MINI has added a significant amount of technology to the car — including 12 sensors powering a fully autonomous driving system — as well as new safety equipment, which has contributed to the extra weight. Additionally, larger wheels and tires come standard, along with more standard equipment overall. MINI USA tells us that if we were comparing a similarly equipped F56 to the new F66, the difference in weight would be much closer. The MINI Cooper C Design For all recent Cooper generations, MINI Design has made the Cooper simpler and cleaner in appearance (if not basic) compared to the S or JCW models. However, MINI has now applied this approach across the entire model range, which has nearly eliminated the visual differences between the C and S models. There’s no hood scoop or distinctive trim to set the cars apart. Even the wheels are largely the same. The interior follows a similar trend, with the C offering much of the same design, including identical color and trim options. The result is that the F66 Cooper C has a clean and minimal aesthetic that, at first glance, feels refreshing. Despite still being based on the F56 platform, MINI has gone beyond just revising the bumpers, wheels, and lights. Every body panel, except the doors, has been redesigned, including a new hood (without the faux hood scoop), a redesigned rear hatch, and an entirely new rear fender shape. Dimension Differences: F66 MINI Cooper C vs F56 MINI Cooper While the F66 is based on the F56, the dimensions are not identical, likely due to some styling and engineering changes. For instance, the F56 has a length of 3,863 mm compared to 3,876 mm for the new F66. This difference is due to the revised front and rear bumper designs. More interesting, however, is the change in height. The F56 stands at 1,414 mm, while the F66 is taller at 1,432 mm. This increase is the result of MINI making 16” wheels standard on the Cooper, up from the previous 15”, along with a slight increase in tire size. ModelsJ01 MINI Cooper SE F66 MINI Cooper CF56 MINI CooperCurb Weight (w/driver)1680 kg / 3704 lbs1360 kg / 2998 lbs1289 kg / 2866 lbsWheelbase2526 mm 2495mm / 98.23 in2495mm / 98.23 inMinimum turning circle10.8 m / 35.411.1 m / 36.4 ft10.8 m / 35.4Overhang front746 mm 778 mm / 30.6“775 mm / 30.5?Overhang rear 586 mm / 23?603 mm / 23.7“609.6 / 24?Vehicle height1460 mm / 54.4?1432 mm / 56.4?1415 mm / 55.7?Vehicle length3858 mm / 151.6?3876mm / 152.6“3863mm / 152.8?Vehicle width1756 mm / 69.1?1744 mm / 68.6?1727 mm / 67.9?Vehicle width w/mirrors: 1967 mm / 77.41970 mm / 77.6?1928 mm / 75.9?Ground Clearance124 mm 130 mm143 mmAll measurements are taken from the EU market. Note that there are some differences in the way the US measures weight vs the EU. But the most interesting change is in the width. The F56 Cooper has a width of 1,727 mm, while the F66 is wider at 1,744 mm (both measurements without mirrors). That 17 mm difference may not sound like much, but BMW and MINI don’t typically increase the width of a car purely for aesthetics. This change is due to wider wheels and tires (from 205 mm to 215 mm), allowing for a more concave wheel design on the Cooper S and JCW, which we’ll see later this year. DimensionsJ01 MINI Cooper SEF66 MINI Cooper SF56 MINI Cooper SHead room1018 mm / 40?1024 mm / 40.3?1024 mm / 40.3?Head room w/sunroof991 mm / 39?973 mm / 38.3?973 mm / 38.3?Shoulder room1317 mm / 51.81301 mm 51.21285 mm / 50.6Leg room1053 mm / 41.5?1052 mm / 41.4?1052 mm / 41.4?Elbow width1390 mm / 54.71365 mm / 53.7?–Center of steering wheel to seat2141 mm / 84.3?2120 mm / 83.4?2120 mm / 83.4?Luggage seats down800 l / 28.3 ft³725 l / 25.6 ft³ 731 / 25.8 ft³Luggage seats up210 l 7.4 ft³210 l / 7.4 ft³211 / 7.5 ft³Larger numbers are bolded. Note every market measures dimensions and volume slightly differently. We’ve based these numbers on the EU figures to remain consistent. MINI USA quotes slightly different numbers in luggage capacity due to EPA standards. There is no difference between regions. Then there are the subtle styling tweaks that aren’t immediately obvious. At first glance, the headlight placement looks identical. However, in person, you can see that MINI has moved the lights slightly forward and made them a bit more upright. This, combined with the new hood and simpler front design, creates a more upright silhouette. The Interior Of The F66 MINI Cooper While the exterior changes on the F66 may be surprising given its F56 origins, the interior is downright transformative. MINI has completely revamped the F56, incorporating the design language, materials, and technology found in the J01 MINI Cooper. The most notable change is the minimalist design and the large, circular display that dominates the cabin experience. We’ve detailed this display, its operating system, and its numerous functions on MotoringFile for months now. You can also check out our full demo of the new system below. The new display and its software is a focal point for the entire driving experience housing almost all functionality save for a row of switches, buttons and toggles just below it. Stationary the new MINI OS9 interface had felt intuitive in our previous experiences. But in our time driving the new Countryman with an identical infotainment system we found a relatively learning curve before we felt fully acclimated with the new system. Within the first hour we had quickly become accustom to the new interaction language and overall placement of functionality. But is this better than MINI’s previous system? In our experience with the same system in the new Countryman, absolutely. The augmented navigation (part of the Comfort Package and Comfort Max Package) in particular was a standout. Watch our full MINI OS9 demo to get a better view of this radical new infotainment system. Pricing and Availability of the MINI Cooper C The MINI Cooper C is now available worldwide, priced at $28,950 in the US, £23,150 in the UK, and 28,900 € in Germany. It comes in three styles—Classic, Favoured, and JCW or Sport in the UK. The US currently lacks the JCW or Sport options, but that should change soon. The post In-Depth With The Entry Level MINI Cooper C & its Secret MINI Doesn’t Want You to Know appeared first on MotoringFile. View the full article

MINI’s radical round central OLED display is a focal point of the interior design and one of the most unique aspects of the car. It combines all vehicle information, assistance systems, navigation and most other vehicle controls. And today it will now allow you to play the famous card game UNO. Mattel, AirConsole, and MINI have made UNO a playable game within cars. With your MINI in park, drivers can connect any passenger to UNO Car Party! via the infotainment system, using their personal devices for up to four players. UNO’s simple, universal gameplay, has been a favorite for decades. But seeing it in-car and being played with up to four occupants is an entirely new experience. What is AirConsole and how do I get it? AirConsole is a gaming platform that offers a large, versatile selection of games. The mobile phone acts as a controller, and the game can be shown on your MINI display screen. The connection between the smartphone and the vehicle can be established by scanning a QR code on the MINI display. While every market offers options slightly differently, AirConsole is generally a part of MINI’s monthly subscription service MINI Connected Plus. The post MINI Launches the Game UNO on it’s Circular Display For all New Models appeared first on MotoringFile. View the full article

BMW and MINI’s rich history of early EVs is being shown off for the first time in the US at an exhibit Titled “Alternating Currents: The Fall and Rise of Electric Vehicles.” Held at the Peterson Automotive Museum in LA, the exhibit traces the development of electric vehicles (EVs) from the late 1800s to modern times and features key BMW and MINI products. . The Original MINI E is Back The 2009 MINI E marked a significant step in BMW Group’s efforts toward electric mobility, arriving after nearly two decades of advancements in electric motor and battery technology. As part of a field trial, 450 MINI E vehicles were made available to select customers in California, New York, and New Jersey, with an additional 50 cars tested in Europe. Participants were chosen based on their driving habits, home suitability for a charging system, and their willingness to provide ongoing feedback to BMW. The MINI E retained the agility and handling of the standard MINI Cooper but featured a 204-horsepower electric motor powered by a 35 kWh lithium-ion battery, offering about 150 miles of range. To accommodate the battery, the MINI E was designed as a two-seater, and its electric powertrain delivered quiet, emissions-free performance. The car’s powertrain was a collaboration between BMW Group and AC Propulsion Systems in California. With its strong acceleration and top speed limited to 95 mph, the MINI E combined electric efficiency with the driving experience expected of a MINI. The insights gained from the trial were critical to BMW’s Project i, which aimed to develop a practical electric vehicle for urban environments, eventually leading to the production of the BMW i3 in 2013. Following the trial, most MINI E vehicles were returned and recycled, though a few examples remain. Many participants, known as “electronauts,” went on to join subsequent field trials, including the BMW Active E program, and became early adopters of the i3. The BMW E2 Concept he BMW E2 Electric Vehicle Concept is making its first return to California since its debut in 1991. Designed in the early 1990s, both the BMW E1 and E2 concepts were notable for their innovation, while maintaining a mainstream appearance that reflected BMW’s early ambitions in electric vehicle development. The E1, designed in Germany by BMW Technik GmbH, was powered by a 45-horsepower brushless DC motor mounted at the rear axle, utilizing sodium-sulfur battery technology. Two functional E1 prototypes were created to test early electric mobility technologies. The E2, a larger follow-up to the E1, was designed by California-based Designworks/USA (now fully part of BMW AG) and unveiled at the 1991 Los Angeles International Auto Show. Chuck Pelly, founder and president of Designworks/USA at the time, explained that the goal was to give the E2 a more commanding presence, with wider wheel flares and an extended outboard tire position. The design incorporated a more robust hood and bumper system, resulting in a vehicle that was longer, wider, and lower than its predecessor, with a smoother and more conventional BMW design. Inside, the E2 offered seating for four, with storage space behind the rear seat. The dashboard featured integrated driver and passenger airbags, along with a speedometer, range indicator, and clock. Forward/reverse controls and an electric handbrake were also included. Despite their innovative approach, both the E1 and E2 projects were shelved by the mid-1990s. Nevertheless, these vehicles remain as early explorations of how BMW’s core driving philosophy could intersect with electric mobility. The BMW I3 The BMW i3, introduced in 2013, marked a significant step in BMW’s development of electric vehicles. It was the first mass-produced car to feature a Carbon Fiber Reinforced Plastic (CFRP) passenger cell, designed to make the vehicle both light and strong. This lightweight construction helped improve efficiency and performance while reducing the size of the battery needed for a reasonable driving range. The i3 was developed under BMW’s new “i” sub-brand, with a focus on sustainability and electric mobility. Unlike earlier electric models like the MINI E, which adapted existing designs to electric power, the i3 was built from the ground up as an electric car. This gave the engineers more flexibility in optimizing the vehicle for electric drive. Central to the i3’s design was its “LifeDrive” architecture, which consisted of two parts: the passenger cabin (Life Module) made of CFRP, and the aluminum-based Drive Module, housing the battery, motor, and structural components. This separation allowed for a roomier interior while keeping the vehicle’s footprint compact, similar to a BMW 1 Series but with the space of a 3 Series. The lightweight CFRP construction also allowed the car to be more agile, with a low center of gravity that improved driving dynamics. The absence of a traditional transmission tunnel gave the i3 additional interior space and a flat floor. On display models, BMW often deconstructed the i3 to highlight its innovative materials and architecture. The i3 represented an early effort by BMW to make electric vehicles viable for urban mobility, a mission that was advanced by the lessons learned from previous electric models like the MINI E. Its design and architecture laid the groundwork for future electric models under the BMW i sub-brand, illustrating the company’s approach to combining sustainability with the driving experience. The BMW Vision EfficientDynamics The BMW Vision EfficientDynamics, first unveiled at the 2009 Frankfurt Motor Show, was designed to demonstrate how efficiency, performance, and advanced technology could coexist in a sleek, modern vehicle. With a top speed capped at 155 mph and acceleration to 62 mph in 4.8 seconds, it offered a compelling blend of speed and fuel economy, with consumption estimated at 62.6 mpg. The powertrain combined a 3-cylinder turbo-diesel engine with electric motors on each axle. This setup, along with precise energy management, optimized both the car’s performance and efficiency. The total system output was 356 horsepower, with a peak torque of 590 lb-ft. The combination of diesel and electric motors enabled all-wheel drive in electric mode, ensuring smooth power delivery and minimal energy loss. In terms of design, the Vision EfficientDynamics departed from conventional low-emission concepts. Its form followed a functional approach, with every detail serving to improve efficiency. Measuring 48.8 inches in height, the car’s low, aerodynamic shape evoked the look of a classic GT. Active louvers in front of the radiator reduced drag when cooling wasn’t required. Design elements inspired by BMW’s motorsport experience, such as ducts in the A-pillars and rear lights, helped channel airflow to enhance stability and reduce fuel consumption. The car’s flat underbody and strategic air deflectors contributed to a low drag coefficient of 0.22. Other features included large wheel covers designed to minimize aerodynamic drag, while a “curtain” of air over the front wheels further stabilized the car at high speeds. All these details contributed to the vehicle’s efficient performance and distinctive design. The Vision EfficientDynamics concept generated enough interest on the auto show circuit that BMW pursued production plans. This ultimately led to the 2014 BMW i8, which brought much of the concept’s technology and design to the road in a production vehicle. The post BMW & MINI Show Off Early Electric Prototypes at the Petersen Automotive Museum appeared first on MotoringFile. View the full article

The all new MINI Countryman has achieved the highest score ever for a MINI in IIHS testing. Because of this it’s been bestowed the rare honor of being named an IIHS Top Safety Pick. Here are the full results along with the one lone rating area MINI didn’t excel at. The 2025 MINI Countryman had the highest possible score across all categories (save for one) in the exhaustive IIHS testing. As you can see above, the best score possible is “Good” which the Countryman hit in every category except one: rear passenger pelvis injury potential where it was scored an “acceptable”. Why it matters This award is a big deal for MINI. As a brand that is known for making small cars, it’s often misunderstood that small doesn’t mean unsafe. And in this case the Countryman is as safe as any similar small crossover sold in the US. It’s a hugely helpful statement for MINI to make moving forward. What is the IIHS? The IIHS (Insurance Institute for Highway Safety) is a U.S. nonprofit organization funded by auto insurers. It focuses on reducing the number of vehicle crashes and the severity of injuries and fatalities resulting from crashes. The IIHS conducts rigorous vehicle safety tests, including crashworthiness and crash avoidance, and provides safety ratings for vehicles. It also advocates for improved roadway design, safety features, and stronger traffic laws. Their work significantly influences car manufacturers to improve safety standards. The post The 2025 MINI Countryman Scores an IIHS Top Safety Pick appeared first on MotoringFile. View the full article

BMW, Ford, and Honda have officially launched their US joint venture and given it a name; ChargeScape. The purpose is to create a software platform that integrates electric vehicles with the power grid to support both grid stability and reduced charging costs. Here’s why that might be important news for electric MINI owners. As more Americans transition to EVs, finding affordable charging solutions has become increasingly important, particularly for home charging, where around 80% of EV charging occurs. Meanwhile, the nation’s power grids face growing pressure due to rising electricity demands and the intermittent nature of renewable energy sources. ChargeScape addresses these challenges by wirelessly connecting to electric vehicles and working with participating utilities to manage energy use in real-time. The platform adjusts charging based on grid conditions, reducing demand when necessary (smart charging or V1G) and even sending energy back to the grid when needed (V2G). This approach allows EV drivers to receive financial incentives for their flexibility while ensuring their vehicle is charged when they need it. The platform builds on earlier work from the Open Vehicle-Grid Integration Platform (OVGIP), which has already partnered with utilities like Duke Energy, Xcel Energy, and Eversource Energy. Chargescape Leadership Announced ChargeScape’s first CEO, Joseph Vellone, has been appointed following the joint venture’s launch. With 15 years of experience in the energy and climate sectors, Vellone previously helped establish software start-up ev.energy’s presence in North America. Shaun Bugbee of BMW, the current ChargeScape Board Chairman, expressed confidence in Vellone’s experience with cleantech start-ups as a valuable asset to ChargeScape’s future success. Vellone has previously worked at the Boston Consulting Group (BCG) in energy and environment consulting and holds degrees from Princeton University and the London School of Economics. He emphasized ChargeScape’s role in aligning EV energy demand with the nation’s renewable energy goals, aiming to make EVs an asset for the power grid. ChargeScape’s new Chief Technology Officer (CTO), Kalidindi Raju, brings over 15 years of experience in technology, including cloud architecture, artificial intelligence, machine learning, and data engineering. Raju has held senior positions at Amazon, OATI, and other technology companies. He holds an MBA from Texas A&M International and a bachelor’s degree in computer science and engineering from the National Institute of Technology, Rourkela (India). Raju highlighted ChargeScape’s competitive edge through its partnerships with major automakers, providing utilities with secure and reliable optimization of EV charging. The post BMW, Ford and Honda Launch Chargescape Intended to Improve Grid Integration and Lower Charging Costs appeared first on MotoringFile. View the full article

Like the J01 MINI Cooper JCW, the electric Aceman JCW has been leaked by a Chinese regulatory agency. This gives us our first photos and new details on MINI’s new hot crossover, and there’s a lot to take in along with a few surprises. Aceman JCW Design Like all new MINIs, the JCW trim design we’ve seen on the standard MINI Aceman will form the basis of the full JCW model. However, there are a few subtle changes. The most obvious changes are the red vertical trim pieces on the front bumper, a consistent element on all JCWs. Next, there are the new, aero-optimized 19” JCW wheels and larger red JCW brake calipers. Around the back, there’s an additional lower body-colored trim piece that slots into the rear bumper, integrating with the existing diffuser.” MINI Aceman JCW Performance The all-electric J05 MINI Aceman JCW will be mechanically identical to the J01 Cooper JCW. That means we’ll see a revised electric motor with a power output of 252 hp. We expect 0-60 times to be in the mid-5-second range. MINI has been limiting its electric cars to 170 km/h (105.6 mph) due to the car’s limited range. However, they’ve decided to lift that limit, allowing the J01 JCW to reach a top speed of 124 mph—quite a difference from the 155 mph of the U25 Countryman JCW. J05 MINI Aceman EJ05 MINI Cooper SE2025 J05 Aceman JCW2025 J01 MINI JCWHorsepower184 hp218 hp255 hp255 hpTorque214 lb-ft243 lb-ft252 lb-ft252 ft-lbsRange (WLTP)183 – 193 miles237 – 253 milesTBATBABattery Size40kWh54kWh54kWh*54kWh*All numbers provided by MINI except * which are confirmed only through unofficial sources. MINI will also be updating the suspension calibration and offering larger brakes. Expect four-piston brakes up front with a single-piston design in the rear. With these performance updates, there will be a downside—reduced range. While we don’t have figures from MINI, we’ve been told to expect a slight reduction in range due to the nature of the modifications and the fact that MINI will carry over the battery technology and size from the SE. 2025 MINI Aceman JCW Production & Release Timing Both the electric MINI Cooper JCW and MINI Aceman JCW will debut in Q3 of 2024 and begin production in January 2024. This production will start in China but will expand to MINI’s Oxford Plant in the UK in 2026, likely paving the way for North American deliveries. Until then, the electric MINI Aceman JCW will be exclusively available in Asia, Europe, and South America. But this isn’t the only new JCW offering MINI will unveil this year. MINI will debut the electric J01 Cooper JCW and the petrol F66 Cooper JCW later this year, with production to follow shortly afterward. What do you think? Does the Aceman JCW tempt you? The post The J05 Electric MINI Aceman JCW Leaked! appeared first on MotoringFile. View the full article

The all-new and first-ever electric MINI Cooper JCW is here. Thanks to a Chinese regulatory agency, we now have our first photos of MINI’s hot electric hatch, including a look at various options and trim choices. What do these photos reveal, and how will they translate into performance? With our exclusive sources, we have answers. Electric MINI Cooper JCW: Design As we predicted last year, the JCW trim design we’ve seen on the standard J01 MINI Cooper will form the basis of the full JCW model. So much so that they will be very hard to distinguish for the average consumer. Whether you think this is a mistake by MINI (we certainly do) or appreciate the egalitarian approach, it does help us get a clear picture of the final design. Note the new rear design details. As you can see above, there are almost no visible differences between the cars. We say ‘almost’ because MINI has added a few small details that will let the world know you have the real deal and not just a J01 with a body kit. The first and most obvious changes are the red vertical trim pieces on the front bumper. Next, there are the new, aero-optimized 18” JCW wheels and red JCW brake calipers. Around back, there’s an added lower body-colored trim piece that slots into the rear bumper. Finally, there’s a surprise: a blacked-out trim piece that appears to be integrated into the rear hatch. Lots of roof options including the return of the white roof. Electric MINI Cooper JCW: Performance Thanks to a revised electric motor, the J01 MINI JCW will easily surpass the petrol F66 MINI Cooper JCW in terms of outright horsepower. Sources tell us to expect a power output of 252 hp compared to 231 hp from the petrol-powered F66. However, surprisingly, the J01 JCW will actually have slightly less torque than the F66, with 255 ft-lbs. But given its electric motor and the instantaneous nature of its torque, it may feel even quicker off the line. We expect 0-60 times to likely be in the mid-5-second range. MINI has been limiting its electric cars to 170 km/h (105.6 mph) due to the car’s already limited range. However, they’ve decided to lift that limit, allowing the J01 JCW to reach a top speed of 124 mph—quite a ways off from the 152 mph of the F66 JCW Note the wheels on the top left are identical to what we’ve already seen on the Cooper SE. Speaking of range, we can confirm that the battery size will remain the same as the SE models at 54.2 kWh, with 49.2 kWh usable. Due to the increased performance, we’d expect the range to decrease slightly—perhaps by 5-10%. This could reduce the 250-mile WLTP range to between 225 and 237 miles. MINI will follow its typical formula with mild revisions to the suspension settings from the standard J01 SE, rather than a wholesale suspension redesign as seen in a BMW M car. Think of this new JCW (and all standard JCW models, for that matter) as following the BMW M Performance strategy of upgrading suspension and braking components rather than introducing anything radically different. One new feature and a significant visual differentiator between the F66 JCW and even the J01 Cooper SE with the JCW Style are the aero-optimized 18” wheels. It’s unclear what brakes are hidden beneath those wheels, but sources tell us to expect a larger four-piston setup. Our original mock-up of the JCW J01. We now know the JCW logo will move to the trim on the hatch. 2025 J01 MINI Cooper JCW – Launch Timing and Availability The J01 MINI Cooper JCW will debut on October 24th right here on MotoringFile (alongside the F66). Production will start in January 2025 and should reach most showrooms by March 2025, with the exception of North America, where it will not be sold initially. ModelDebut DateStart of ProductionJ01 JCW (electric)10/202401/2025F66 JCW (petrol)10/202411/2024 Given that the J01 JCW is initially being produced in China by MINI’s partner, Spotlight Motors, there are no North American imports. However, that should change in 2026, as MINI is set to expand production to its Oxford, UK plant. This move will open the door for North American exports with no tariffs applied. The post The J01 Electric MINI Cooper JCW Leaked! appeared first on MotoringFile. View the full article

MINI is getting a new head of design. If you’ve been following MotoringFile over the years, you’ll know that it’s relatively normal for BMW to cycle designers through different brands and roles. But what was announced today looks a bit different and might have broader impacts on MINI, BMW and even Rolls-Royce. BMW Group is shaking things up in its Design division, all under the direction of long standing Group Design Director Adrian van Hooydonk. The BMW Group is forming a new, cross-brand design team starting October 1, 2024 focused on ensuring BMW, MINI and Rolls-Royce are at the forefront of automotive design with an eye towards innovation. “Technology and customer preferences are shifting faster than ever before. Car design is more diverse today. Digital experiences, sound design, and sustainable materials are now just as important as the vehicle’s aesthetics. Every detail counts, and it’s the seamless integration of all these elements that makes the difference.” Adrian van Hooydonk Two key changes from this strategy will be consolidating Colour and Material Design across all brands and BMW’s design team being split into two studios, with a stronger focus on “Advanced Design” for the future. MINI Design Changes Holger Hampf, Head of BMW Group Designworks, will now be in charge of design for the MINI brand. Holger took the reins as President of Designworks back in 2017, making the move from Munich to the firm’s California HQ. Before this, he was Head of Design User Experience for BMW Group, where he played a key role in pushing the company’s digitalization efforts and shaping user interface design across all of BMW’s brands. Holger’s got a wealth of experience and a genuine passion for design. His wide-ranging background means he has worn many hats over the years—digital pioneer, consultant, designer, networker, and ambassador—all rolled into one. What really sets him apart is his ability to blend the best of two worlds. He’s historically combined the precise, “less is more” mindset of German design with the bold, go-for-it energy of California’s creative scene. BMW Design Oliver Heilmer, previously in charge of MINI Design, is now responsible for BMW’s compact and mid-size models, plus BMW M. Meanwhile, Claudia Braun will head up a new cross-brand Colour and Material Design department, overseeing BMW, MINI, and Rolls-Royce. Braun has already been steering this for BMW since April 2024, bringing experience from Porsche, Daimler, and Volvo. Van Hooydonk has tapped industry veteran Maximilian Missoni to lead design for BMW’s upper mid-size and luxury models, as well as BMW Alpina. Missoni comes from a successful tenure as Head of Design at Polestar, following stints at Volkswagen and Volvo Cars. Former BMW Design Studio Head Domagoj Dukec is shifting to Rolls-Royce Design, taking on Bespoke and Coachbuild responsibilities. Anders Warming, who previously led Rolls-Royce Design, will now tackle all things Advanced Design, along with overseeing the BMW Group Designworks subsidiary. Holger Hampf, Head of Designworks, is set to lead MINI design. Christian Bauer continues to spearhead digital customer experience innovation across all brands. As van Hooydonk puts it: “I’m excited to keep pushing the design and evolution of our vehicles forward, alongside a top-tier team of talented design professionals.” The post MINI Gets New Head of Design Amid a Larger BMW Shake-up appeared first on MotoringFile. View the full article

MINI is set to debut two new JCWs next month but they’ll be another waiting in the wings. The 2025 (F67) MINI JCW Convertible is coming and we have exclusive details on the car along with a few performance and design surprises. Code-named the F67, the new convertible will follow the same formula the F56 did when it evolved into the F66. Offered in Cooper C, Cooper S and full JCW forms, the F67 will have MINI’s all-new design language inside and out with one very obvious (and unique) exception. You can clearly see the outline of the older style rear taillights with the newer LED graphic. The rear lights of the F67 convertible will not change to the triangular shape like the rest of the lineup. While the LEDs mimic the new triangular lights, the shape of the F57 (and subsequently the F67) rear wasn’t able to accommodate the new light design we see on the F65 and F66. Thus MINI had to work within the previous shape to add the new LED layout. Despite this the lights will offer different LED signatures like the rest of the new MINI range. MINI JCW Convertible – Surprising Performance Upgrades Let’s start with the power and the most disappointing aspect of the F67 MINI Cooper JCW. The new JCW will have the same 231 hp output as its predecessor the F57 JCW. But power isn’t everything and this new JCW Convertible comes with another, potentially more important upgrade. According to our sources, the new JCW Convertible (like the new JCW hatch) will have a substantial increase in torque with 280 ft lbs at only 1,500 rpm. That’s 45 ft lbs (16%) increase over the previous generation and only 15 ft lbs behind the new Countryman JCW. This along with the wider track and quicker DCT transmission will give the new JCW a noticeable performance advantage despite having the same power figure. F57 Cooper JCW (’15-’24)F67 Cooper JCWF66 Cooper JCWPower231 hp231 hp 231 hp Torque235 lb-ft / 1450 rpm280 lb-ft / 1,500 rpm280 lb-ft / 1,500 rpmTop Speed153 manual / 151 mph DCT152 mph152 mphTransmission6 Speed Manual / 7 Speed DCT7 Speed DCT7 Speed DCTTrack1485 mm / 58 in1499 mm / 59 in1499 mm / 59 inLength (mm/in)3863 mm / 152.5 in3879 mm / 152.7 in3879 mm / 152.7 inHeight (mm/in)1414 mm / 55.66 in1431 mm / 56.38 in1431 mm / 56.38 inWheelbase (mm/in)2495 mm / 98.23 in2495 mm / 98.232495 mm / 98.23Curb weight (kg/lbs)1425 kg / 3,143 lbs1500 kg / 3,307 lbs1405 kg / 3,097 lbsTires (Standard)215/45 R17 91 Y XL*225/40 R18 92 Y XL215/45 R17 91 Y XL*Wheels (Standard)7Jx17 LM*7,5Jx18 LM7Jx17 LM* Perhaps just as important, torque peaks lower in the rev range. Previously in the F56 JCW torque maxed out at 1,450 RPM. The B48A20O2 sees this change to 1,250 RPM meaning maximum power is even more immediate. These are small but subtle differences that point to a slightly quicker or more responsive B48 engine. How much faster will the F67 JCW be over the F57 JCW? To get some answers, we looked at the this year’s Nurburgring 24 Hours where Bulldog Racing campaigned both the F56 JCW hatch and the F66 JCW hatch (the latter is technically identical to the F67 JCW). The 2024 F56 JCW had a fastest lap of 10:44.118 around the full circuit (which includes the GP track). Not a bad time until we saw the F66 JCW’s astonishing pace of 10:06.773. The F66 JCW race car that was campaigned by Bulldog Racing at the 2024 Nurburgring 24 Hours. This massive difference is likely down to several important differences. For one that massive increase in torque cannot be underestimated when it comes to a track like the Green Hell. Additionally the wider track and quicker transmission likely give the new JCW a noticeable performance advantage in corners and powering out of them. Again this is key when it comes to a track with 154(!) corners. But things aren’t all improvements. Unfortunately along with this performance improvement the new F67 JCW has gotten heavier with a robust 3,307 lbs curb weight. Comparing weights from sources is always tricky but based on what we know, we believe that’s a weight figure that includes fluids, fuel and a driver. If so that would compare with the 3,143 lbs we’ve seen listed with the previous generation F57 JCW auto. In other words it appears the new F67 MINI Convertible JCW is 164 lbs heavier than the previous generation. Dual Clutch Transmission Only The production F66 JCW that won its class at the Nurburgring 24 was dual clutch and as you can see in the spy photo of the mechanically identical F66 JCW prototype above, there are clearly shift paddles. While there have been rumors of MINI attempting to bring back the manual exclusively for the JCW, we don’t believe that’s happening any time soon (if ever). While this move to a DCT will undoubtedly improve shift times, it’s also a deal-breaker for many that love the interaction of the manual. And according to the data, that was a lot of buyers in 2024. MINIUSA saw over a 50% take-rate for the manual last year. Launch Timing Production for the F67 MINI Convertible will begin with the Cooper C and Cooper S models this November at MINI’s Oxford UK plant. We expect the JCW Convertible to commence production in March of 2025 with deliveries beginning later that month and late April in North America. Pricing will be set closer to launch. The post Exclusive Details on the More Powerful 2025 MINI JCW Convertible (F67) appeared first on MotoringFile. View the full article

BMW & MINI are bracing for a significant financial hit as it works to address a widespread braking system fault that affects more than 1.5 million vehicles globally. The German automaker has revised its profit forecast for the year, citing reduced deliveries and high costs associated with the issue. The braking system problem, which affects several BMW and MINI models, stems from a faulty Integrated Braking System (IBS) component supplied by Continental. This system is designed to control the brake pedal’s feel and feedback, and its failure could lead to the loss of power braking assistance, raising the risk of drivers losing control of their vehicles. While BMW maintains that the affected cars remain safe to drive, it has not taken the situation lightly. The company first initiated a recall earlier this year when the issue was discovered in more than 80,000 models. The scope of the recall has since expanded, leading to a halt in deliveries of the F66 MINI Cooper and U25 Countryman as “additional cases outside the original recall scope” were identified. Stop Sale on the MINI Cooper and Countryman BMW confirmed that over 1.5 million vehicles worldwide, including both those already delivered and those still awaiting delivery, are fitted with the faulty parts. This has been a huge hurdle for MINI dealers who have cars on lots that they’re unable to sell. While the fix is coming, it can’t come soon enough for dealers who were already starved for inventory until very recently. BMW Stock Down 8% on the news The automaker now expects a “slight decrease” in overall deliveries across its brands compared to last year’s total of 2,555,341 vehicles, having previously forecast a marginal increase. The company also anticipates warranty costs from the recall will reach the “high three-digit million” range. These factors have prompted BMW to lower its profit margin forecast for the year to 6-7%, down from the previous estimate of 8-10%. The market responded swiftly to the news, with BMW shares falling by 8%, while Continental, the supplier of the faulty braking system, saw its stock drop by 9% on September 10. In a statement, BMW reiterated that the braking issue, while serious, does not prevent the vehicles from being driven. “In very rare cases, some vehicles could suffer from signal interference in the electronics of the brake system, which means more pressure than normal is needed on the brake pedal to slow the car down. It’s important to stress that even if this issue occurs, braking is always possible,” the company said. BMW also pointed to weakened demand in China, its largest market, and a “challenging competitive environment” as additional factors weighing on its outlook. The company expects the third quarter to be the most heavily impacted and will release full financial results on November 6. The post BMW Downgrades Profit Forecast Due to Slowing Sales & Massive MINI Recall appeared first on MotoringFile. View the full article

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There’s a new electric MINI Cooper convertible coming. The J03 MINI Convertible will follow the familiar script we’ve seen from other MINI Convertibles with some key differences. And it will help usher in some important changes to the recently released electric Cooper family. First let’s talk about the car itself. The electric J03 MINI Convertible will use the J01 platform that MINI co-developed with Great Wall Motors as a starting point. From there we believe MINI will add similar structural reinforcement (to cope with the lack of a roof) that we’ve previously seen on the F57 convertibles. Sources tell us that MINI will likely use a similar top to what we’ve seen on the F57 albeit with more attention focused on aero efficiency to help reduce drag. Other changes will be focused on 1-2 new exterior colors with several new interior trim options as well. The MINI Convertible models & Performance The J03 MINI Cooper Convertible will be offered in Cooper E and Cooper SE and eJCW models. The Cooper and Cooper SE models will likely mirror the performance of those that are on sale today. However there is a slight chance we’ll see MINI release a refresh of the J01 that coincides with the J03 launch. That refresh would likely focus on styling updates and potentially a range increase. Refreshed or not, the J03 will likely see range figures that are slightly down on the J01 due to a bit less aero efficiency. That would mean we’d see a Cooper E range around 180 miles and SE around 240 miles (WLTP). Now let’s talk JCW. Convertible eJCW will have a power output of 252 hp and 255 ft lbs. Making that performance even more impactful will be the typical instant torque from the electric motor. Given that we expect 0-60 times likely in the mid 5 second range. The J03 JCW will mirror the J01 JCW in terms of performance. Production Finally Comes to the UK Opening the Door to US Sales According to sources, the convertible looks like it will be built primarily at the Oxford plant in the UK. While our sources didn’t say the J03 wouldn’t be built in China, BMW forecasts the majority of its sales in the UK, Europe and North America. That could mean the J03 might be exclusively built in Oxford. Additionally our sources have confirmed that the J03 MINI Cooper Convertible will come to North America in SE and JCW forms. With the car built in the UK, MINI will avoid tariffs that have kept the J01 and forthcoming J05 Aceman from reaching the US and Canada. That will also change as both of those models will also see expanded production to the UK. We expect to see the J03 MINI Cooper Convertible debut in 2025 with sales beginning in 2026. The post Exclusive Details On The New Electric MINI Cooper Convertible Including US Sales appeared first on MotoringFile. View the full article

Доброго времени суток всем! Mini R60 11го года, автомат, передний привод. Неисправность проявилась после толкания в пробке. После отпускания педали тормоза, она начинает плавно отходить назад, примерно на 3/4 хода, потом на мгновение подвисает и с небольшим толчком становится на место. Неисправность фантомная, при простое машины становится практически не заметной, при каждодневной эксплуатации усиливается. Тормозит машина нормально. Течей и прочего нет. Колодки и тормозная жидкость менялись менее 1,5 тыс. назад. Может кто сталкивался. Посоветуйте куда копать.

The first thing I noticed walking into BMW’s massive recycling center in Unterschleißheim, Germany shocked me. The original F54 MINI Clubman concept under a tarp prepped and ready to be destroyed recycled along with countless other MINIs and BMWs. Whether it’s production cars at the end of their life or even test mules and concepts, BMW crushes them all. But how does that process work and what does it look like? We recently got an inside view of how BMW and MINI recycles these cars and preps them for their next life as the raw materials for the future. The original F54 Clubman concept. One of two made and this being the unlucky one. The concept of a circular economy isn’t a revolutionary new concept but one that has been practiced since humans first crawled out of caves. But doing it at scale is the real trick. That’s exactly what BMW and MINI are aiming for with their massive recycling center in Unterschleißheim, Germany. To experience this unseen part of the automotive lifecycle, BMW invited us for an inside look at the plant, the process and even the cars that are ultimately crushed. Oh and we got to blow up some airbags for fun. The recycling process is all about closing material cycles, extending resource life, and reusing them more efficiently. None of this is new for BMW. The brand has been designing its cars to be easily recycled since the early 90’s – well before any regulations had been put into place. Since then the EU has required any vehicle from 2008 onwards should be reach a recycling target level of 85 percent and a recovery target level of 95 percent by 2015. Luckily BMW has been exceeding that for years and has internal goal of 95% recyclable for all its new cars. Treasures Were Lurking Everywhere We first entered the “waiting room” which is a parking lot outside of the plant. While most cars were test mules and pre-production (some with camo included) there were plenty of interesting things to look at. A Rolls Royce Spectre prototype disguised as a 7 Series was the first thing we noticed. Then in the corner was something unmistakable – at least to us. Peaking out from under a tarp was the unique shape of the 2nd generation Clubman concept with its memorable 20” wheels and unique front air damn. Apparently it was one of two that were made for the launch of the F54. But don’t worry, according to MINI the only running prototype has been saved deep in a secret Munich basement. And we did ask if I could buy the car or at least wheels. And naturally I was told no. The battery pack from a new BMW i7 Much of what we saw looked intact and almost perfectly ready for the road. However by law BMW can’t sell any pre-production products and thus all must be broken down and recycled. But not all is lost, some components such as wheels are inspected and sold as pre-owned accessories by German dealers. Batteries and Orange Cords Our first step inside was the battery dismantling room where a number of hybrid and full EVs were in various states of undress. It’s in this room that BMW technicians safely remove all live batteries destined for their own intricate dismantling and recycling process. One thing that was fascinating to see was the massive growth in battery size and how the cars themselves have been designed to accommodate them. We all know it on paper but seeing how BMW has engineered cars like the new 7 Series to exist as both an EV and an ICE variant is really astonishing. From there we entered the main part of the plant where we saw cars stacked to the rafters. It’s here where BMW systematically detonates the airbags and all other explosive safety devices on the car. The process involves a lot of wires, ear protectors and a huge tethered remote with lots of buttons that detonates all those changes. Oh did I mention I got to detonate them? One of the more satisfying things I’ve done in my life. The BMW M8 Gran Coupe in its final form Somebody would have wanted those belts surely The Sad End to Beautiful Cars Everywhere I looked there were interesting cars that felt just wrong to see about to be crushed. A pre-production i8 Spyder in seemingly perfect condition was particularly tough. As was a seemingly perfect MINI Convertible Cooper SE – yes even the highly limited electric MINI convertible meets its fate here. Unquestionably the star of the touch was the crusher. Yes that thing that turns cars into cubes is real and as alarming and strangely satisfying as you probably imagined. We were treated to a pre-production BMW X6 get turned into a long rectangle of metal and saw what was once a gorgeous Isle of Man BMW M8 in full cube form. Battery removal on a BMW i7 Vehicle Recycling to Spread to North America The same type of recycling mandates are also coming to the US. As it stands this is regulated by both the Federal Government as well as the states. Not unlike the EPA and state led environmental laws governing emissions, there are different rules per state. While things are still developing we would guess that progressive states like California will likely mandate a certain percentage of recovery from every vehicle sold in the state. Of course laws like don’t impact normal consumers but it does put pressure on automakers to be responsible in how they design and build their cars. To that point the vast majority of cars the BMW handles are from their own development processes. A very small percentage are made of consumer dropping off old, unwanted cars. Your author detonating airbags and prepping an X7 for it’s demise. Where does BMW and MINI go next? There will be an even greater emphasis put on using recycled and easily reused materials in future cars. We already know that MINI will be replacing polyurethane foam with fabric in future models and both BMW and MINI are aggressively moving towards leather free interiors that are easily re-used. The real challenge will be to see if they continue down these paths without sacrificing the qualities we love about the cars. But given what has been accomplished since the program started in the early 90’s, it’s easy to imagine anything is possible. The post Crushing MINIs to Build New Ones – Inside BMW’s Largest Recycling Center appeared first on MotoringFile. View the full article