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Our friend Horatiu from BMWblog connected with MINI’s new Head of Design, Holger Hampf, to talk about the current lineup and where the brand is headed. For the first time, we get a real glimpse into Hampf’s vision for the future of MINI. In the video, Holger walks through the current MINI range, breaking down what sets each model apart and who they’re designed for. But the bigger question is: where is MINI going next? Holger touches on several upcoming developments, including new limited editions and the ongoing importance of racing to the MINI brand. He also hints at a more rugged direction for MINI—something that lines up with rumors we’ve heard about an off-road-oriented Countryman potentially arriving as soon as next year. Additionally, he expresses interest in exploring vintage themes and reconnecting with MINI’s past in future designs. And then there’s the big question: how do you expand the brand? Holger brings up the Clubman and even the Rocketman—not as confirmed products, but as reference points the brand hasn’t forgotten. What that means, and how it might tie into MINI’s nod to its heritage, remains to be seen. The post MINI’s New Head of Design on Current & Future Models appeared first on MotoringFile. View the full article

Ten years ago, the idea of MINIs being built in North America would have sounded far-fetched. But in today’s global manufacturing landscape, it’s no longer out of the question. So how could MINI make it happen—and what model would lead the charge? We have some ideas. What Model Would MINI Likely Build in North America? The answer is simple: a crossover—one MINI knows will sell. And such a move would only make sense if it were backed by a BMW counterpart, enabling the production scale necessary for a positive return on investment. That points clearly to a future version of the Countryman, or perhaps even the upcoming Aceman. Currently, MINI’s production footprint is concentrated in Europe and China. The next-generation electric J01 MINI Cooper and J05 Aceman are being built exclusively in China through MINI’s partnership with Great Wall Motor. As a result, neither model is being imported into the U.S. due to steep tariffs on Chinese-built vehicles which make the business case for U.S. sales economically unviable. Originally, MINI had plans to bring production of the J01 and J05 to the Oxford plant in the UK by 2026. However, in February 2025, BMW officially paused its £600 million investment in Oxford for electric MINI production, citing “multiple uncertainties facing the automotive industry” (MotoringFile). That decision effectively leaves North America without access to MINI’s new electric lineup for now. Establishing production in North America could provide strategic advantages—especially as trade barriers tighten and tariffs become more punitive. BMW CEO Oliver Zipse has repeatedly emphasized the value of the company’s robust U.S. presence, including the Spartanburg plant in South Carolina, as a buffer against trade volatility. That message is especially relevant in 2025. BMW’s Spartanburg facility—their largest globally—is currently being upgraded to support next-generation EV production. The plant produces over 1,500 vehicles a day, primarily for export, and is well positioned to build an EV like the Countryman, which is already based on a BMW platform. Meanwhile, BMW’s San Luis Potosí plant in Mexico is being retooled to become one of five global sites producing the company’s sixth-generation high-voltage batteries. This also makes it a strong candidate for MINI EV production, particularly for models like the Countryman and Aceman that align with North American tastes. By localizing MINI production in North America, BMW could sidestep Chinese tariffs, reduce logistical complexity, and tailor vehicles more closely to regional preferences. While no official announcements have been made, the existing infrastructure and recent investments suggest MINI production in North America isn’t out of the question. The post Could Electric MINI’s Be Made in North America? appeared first on MotoringFile. View the full article

In the world of EVs, charging access is everything. And soon, MINI owners will finally get the golden ticket: access to Tesla’s vaunted Supercharger network. But—like most things in the automotive industry—it’s going to take some time. MINI, through its parent BMW Group, will officially adopt the North American Charging Standard (NACS), the Tesla-designed plug that’s quickly becoming the de facto standard across North America. Access to the Tesla Supercharger network will roll out for MINI owners later this year, with a few caveats and a healthy dose of patience. What’s Coming and When According to a BMW dealer bulletin sent out October 1, existing BMW EV owners—specifically those with the CCS charging port—will have to wait until the second half of 2025 to tap into the Supercharger network. That’s because charging compatibility will require a BMW & MINI-certified adapter, which won’t be available until later next year. We’ve been told that the same will apply to the US spec Countryman SE as well. The good news? Both BMW and MINI are working on making this a seamless transition. Once available, current owners will have the option to purchase the adapter. Meanwhile, newly built MINI EVs will eventually come from the factory with the adapter included, cutting out the wait and adding convenience right out of the box. Why the Delay? Blame it on precision—and a little bit of perfectionism. BMW (and by extension, MINI) is taking its time to ensure full compatibility with the Tesla system. The adapter, after all, is the linchpin. If it doesn’t work flawlessly, you could end up with frustrated drivers stuck at a Supercharger with software gremlins or worse, a failed session. As a recent dealer bulletin puts it: “It is recommended to exclusively use charging stations equipped with CCS1/J1772 connectors” until the NACS transition is complete. It’s a frustrating wait for some, but arguably the right move. Rushing the rollout might win headlines, but not hearts—especially not among early adopters used to Tesla’s plug-and-play ease of use. The Bigger Picture MINI isn’t alone in this. As BimmerFile reported in 2023, BMW Group is fully on board with the NACS transition, following similar moves by Ford, GM, and others. This isn’t just a Tesla thing anymore—it’s the new North American industry standard. For MINI, a brand that has always thrived on personality and clever engineering, the switch to NACS is a logical (if slightly overdue) step. It adds real-world usability to an EV lineup in the US. Eventually we expect MINI to offer all North American spec electric vehicles the NACS port by default either with the U25 refresh in 2027 or with the all new line-up around few years later. The post MINI EVs Getting Tesla Supercharger Access in North America: Timeline & Adapter Info appeared first on MotoringFile. View the full article

In a world where automakers are increasingly looking to turn every feature into a monthly payment, MINI USA has confirmed it has no plans to offer additional subscription-based software. While some functionalities like remote start remain part of the brand’s existing subscription offering, MINI USA has stated that beyond what’s currently available—including MINI Connected Plus—there are no plans to expand software subscription services in the U.S. market. Other markets, however, are following their own path. It’s a refreshing stance in an industry that seems determined to nickel-and-dime its way to recurring revenue. BMW—MINI’s parent company—has notoriously dabbled in charging for heated seats, and other automakers like Mercedes-Benz and Tesla are already carving up features like acceleration boosts, driver assistance, and even rear-wheel steering into monthly or yearly paywalls. So what is on the table for U.S. MINI owners? MINI Connected Plus remains the most robust offering. It’s included free for three months and brings a host of modern tech to the center screen. That includes 3D navigation visuals, real-time traffic with advantages like predictive routing, a full suite of third-party media apps, and even some unexpected goodies like a TIVO app, YouTube streaming, and casual gaming. There’s even Spike, the digital bulldog avatar, though (MINI purists, rejoice) it doesn’t add or limit any functionality—it’s all charm, no surcharge. Under the hood of this digital ecosystem is MINI’s version of an app store—a tailored fork of Google Play, curated and optimized specifically for MINI and BMW hardware. It’s a smart move, ensuring the experience feels seamless and native rather than cobbled together. To be fair, MINI’s approach isn’t entirely free of subscription touches. Entry-level models still have certain features that can be unlocked post-purchase, like remote start. But crucially, the company appears to be drawing a line. Instead of leaning into the “features as a service” trend that’s sweeping the industry, MINIUSA is opting for a more restrained, customer-friendly model—at least in the U.S. It’s a bit of a tightrope walk. On one hand, subscription models can offer flexibility and post-sale monetization; on the other, they risk alienating loyal customers by turning basic comforts into rental items. MINI seems to understand the nuance, choosing to embrace digital innovation (hello, in-car YouTube and gaming) without overstepping into aggressive monetization. MINI’s more aggressive approach in Europe In European markets such as the UK, Germany, France, Spain, and Italy, MINI has adopted a more expansive approach to subscription-based software services compared to the U.S. Through the MINI Connected Store, customers can access a variety of digital features on a pay-as-you-go basis. For instance, in the UK, optional subscriptions include Driving Assistant Plus (£35/month), High Beam Assistant (£7/month), and Real-Time Traffic Information (£50/year) . These services are designed to offer flexibility, allowing owners to activate features as needed, such as during specific seasons or for particular trips. Additionally, the MINI Connected Package, available for £9.95/month or £99/year, bundles services like enhanced navigation, entertainment options, and personalization features, including data volumes for all applications . This model reflects a broader strategy within the BMW Group to monetize software features post-sale, leveraging over-the-air updates and app store functionalities. This diverse approach underscores two things. For one the ability to offer radically different approaches to software services depending on markets. Second that those markets have the freedom to make the call on how they go about their business. For now, American MINI drivers can take comfort in knowing that their car’s personality—and most of its features—won’t be locked behind a monthly fee. Whether that continues as the industry’s subscription arms race heats up is anyone’s guess. But for now, MINIUSA’s restraint stands out as a small, charming rebellion in a sea of software rent-seeking. The post MINIUSA Says “No Thanks” to Expanding Software Subscriptions—for Now appeared first on MotoringFile. View the full article

In 2021 MINI made a subtle but important change to the way its suspension is design on all Cooper models. Stung with long-standing critique of ride quality, MINI decided to ditch its complex electronically controlled damping on Cooper models and use a simpler system that they believed would be more effective. While it may sound like a step back, MINI engineers were on to something. Known as Intelligent Adaptive Suspension, it was significant mechanical update. This system, standard on Sport-spec models, featured new pressure valves in the dampers that can reduce damping forces by up to 50%, aiming to enhance the balance between sportiness and ride comfort . The new suspension setup addressed previous criticisms of the Cooper S’s ride quality offering improved compliance and absorbency, making it more comfortable for long-distance driving without sacrificing the car’s characteristic agility . In our reviews of Cooper models post 2021, we’ve found that the revised dampers noticeably improved ride quality, making the car more comfortable while retaining its engaging driving dynamics. At first glance, frequency-selective mechanical dampers might seem like a step backward compared to the high-tech wizardry of electronically controlled adaptive dampers. After all, why ditch the tech? But here’s the surprise: for the average spirited MINI driver, frequency-selective dampers can deliver a nearly identical experience—without the complexity, cost, or potential maintenance headaches of their electronic cousins. So Why Did MINI Ditch Electronically Controlled Damping The old electronically adjustable dampers offered selectable stiffness—like 10% firmer in Sport mode depending on the model. But MINI’s engineers realized the mechanical dampers could deliver 95% of that same experience, more seamlessly and reliably. But that wasn’t the only reasons. In talking to MINI representatives, it really came down to three things: Simpler and Lighter No sensors, wires, or control units means less weight and fewer parts to fail. MINI engineers found they could mimic the adaptive suspension’s key behavior with these clever dampers while trimming complexity. It also made it much easier for owners to tweak their suspension in various ways. Natural, Linear Feel Electronic dampers are often tuned in steps or modes—Sport, Comfort, etc.—but frequency-selective systems blend continuously and naturally, depending on what the car is actually doing. That “go-kart” feel MINI is known for? These dampers help preserve that direct, engaging connection. Cost-Effective Electronic systems cost more to produce, and they add complexity to repairs. Frequency-selective dampers allow MINI to deliver a high-quality ride and handling experience without pushing up the price tag—especially important for a brand focused on premium small cars. How Frequency-Selective Dampers Work These dampers are mechanical, meaning they don’t use sensors or computer-controlled valves. Instead, they use clever internal valving that responds to the frequency of the suspension movement—not just the size of a bump. Low-frequency movements (like body roll when cornering) allow the fluid to move more freely, making the ride firmer and more controlled—great for sporty driving. High-frequency movements (like potholes or small road imperfections) cause internal valves to restrict fluid less, softening the response for comfort. So instead of changing damper settings with software, these dampers react dynamically and instantly to what’s happening on the road. No buttons, no code—just physics. Why hasn’t MINI made this change to the Countryman? With its larger footprint and longer wheelbase, the Countryman naturally delivers a smoother, more composed ride compared to the smaller Cooper models. That extra size allows the electronically controlled damping system to work more effectively, providing the comfort and control MINI intended without the compromises seen in the lighter, smaller cars. In our experience driving countless Coopers since the change, the revised dampers have given these models some much-needed duality — still playful when you want it, but far easier to live with when you don’t. The post MINI’s Suspension Upgrade: How The Cooper Got Smoother Without Losing Its Character appeared first on MotoringFile. View the full article

Sometimes the best tech is no tech. The best user interface? No interface at all. And sometimes the biggest disruption in a bloated market comes not from more features, but from asking: why are we doing all of this in the first place? That’s the question Slate is posing with its new electric “Truck.” Yes, it’s simply called Truck. And in many ways, it feels like one of the most genuinely Mini-like vehicle we’ve seen since, well, the 1959 Mini itself. Left – The Truck as it leaves the factory. To the right are some of the countless ways you can modify it – DIY or via a dealer Radical Simplicity, Meet EV There are a lot of unknowns about any EV start-up and slate falls into that category. But what they’re doing is unlike anything we’ve seen. Where most EV startups compete on bigger screens, longer range, and increasingly ridiculous horsepower numbers, Slate zagged hard. The Slate Truck is a radically simple electric utility vehicle designed to rethink what we actually need in a modern vehicle. Priced under $20,000 after incentives, it features rugged, unpainted injection-molded plastic panels, a minimalist two-seat interior with no built-in stereo or touchscreen, and a practical 150-mile range. Almost any accessory you can think of will be available and open-sourced, with Slate publishing dimensions and specifications to allow anyone — individuals or companies — to 3D print or manufacture nearly any part. Built for easy DIY customization and maintenance, it skips traditional manufacturing complexity in favor of affordability, durability, and essentialism — offering a refreshing critique of the excess and tech bloat that dominate today’s automotive world. You want music? You can order yours with speakers or mount your own. Need navigation? There’s a slot for your phone or tablet. Custom wrap job or accessories? DIY encouraged and even open-sourced. Manufacturing? Skip the expensive paint shops and stampings altogether — the body is rugged, unpainted polypropylene composite, meant to shrug off wear like a shark’s skin. It’s also easy to make with far less environmental impact. The SUV kit will turn any Slate Truck into a boxy crossover. Sounds Familiar, Doesn’t It? Go back to 1959: Alec Issigonis designed the original Mini to solve a simple problem. Its engineering and design ingenuity wasn’t aimed at impressing car enthusiasts. It was created to solve problems for hard working Brits who needed affordable, efficient family transportation. But rethinking everything, Mini engineers created a new kind of car that transcended class, culture, and even generations. Slate’s “Truck” channels that same spirit — design born from constraint, simplicity as innovation, and usability over unnecessary complexity. The SUV kit is available as a square, fastback or no top at all. A Truck that Turns into a Crossover One of the Slate Truck’s most clever features is its ability to transform into a crossover after purchase. Thanks to a modular design, owners can opt for an SUV upgrade kit that adds a second row of seating and an extended-range battery. The kit is designed to be easily installed, either by the owner or a local service partner, turning the basic two-seat utility truck into a more versatile, family-friendly electric crossover — without the need to buy an entirely new vehicle. Should MINI have taken this approach with its next generation of EVs? Because let’s be honest: MINI’s current electric crossovers, while stylish and fun, lean heavily into premium positioning, complex tech, and feature lists that would make an old-school Mini chuckle. In the context of the modern automobile, we think they’re some of the best on the market. But it’s hard not to think of the big screens, heavy curb weights, luxury appointments as excess the you look at what Slate has done. What If MINI Had Gone Full Slate? Imagine if MINI’s first true electric crossover wasn’t chasing BMW X1 levels of comfort and gadgetry, but instead asked the fundamental Slate-style questions: How small, light, and simple can we make this? How much can we leave out rather than cram in? How can we turn minimalism into a brand superpower? Instead of touchscreen battles and over-engineered interiors, MINI could have leaned into modularity, DIY customization, and radical user-driven simplicity. Instead of $50,000 builds, maybe we’d see a sub-$30K, pure-driving, nearly indestructible urban EV — a true spiritual successor to the Mini ethos. Slate isn’t for everyone, and to be fair, neither was the original Mini at first. But Slate’s “Truck” feels like a shot across the bow of an industry that sometimes confuses complexity with progress. It’s a Trojan horse for a new kind of utilitarian minimalism — one that MINI has championed for years. But clear not as boldly as Slate now does. What if the future of MINI isn’t in the technology it adds, but in the complexity it dares to remove. And what if the next big innovation in motoring will come from thinking smaller, not bigger. Just like it did in 1959. The post Does Slate’s “Truck” Channel the 1959 Mini (And Could MINI Learn from it)? appeared first on MotoringFile. View the full article

MINI has long promised a “go-kart feeling,” but what does that mean in the modern era of drive-by-wire systems and synthesized engine sounds? We’ve taken a deep dive into what GoKart mode actually does and how it does it on all MINI’s petrol models. And most importantly, does it work in bringing more joy to motoring? The Four Pillars of Go-Kart Mode Activating Go-Kart Mode adjusts several key aspects of the vehicle’s dynamics: 1. Throttle Mapping Go-Kart Mode sharpens throttle response by reducing the pedal’s “dead zone,” allowing for more immediate acceleration. This tuning provides a more direct connection between the driver’s foot and the engine’s output, enhancing responsiveness during spirited driving. Importantly the mapping reduces the previous generations throttle deadzone dramatically and delivers the most responsive throttle response for generations. 2. Transmission Behavior In Go-Kart Mode, the transmission holds gears longer before shifting, keeping the engine in its optimal power band. This behavior ensures that power is readily available when needed, such as during overtaking maneuvers or spirited cornering. Critically where MINI’s previous automatic would feel jerky and unrefined in Sport Mode, the new DCT delivers a more aggressive experience with fluidity while delivering an aggressive feel. 3. Steering Weight The steering system adjusts to provide increased resistance, offering a heavier and more connected feel. This change enhances feedback and allows for more precise inputs, contributing to the overall sporty character of the drive. 4. Engine Sound Enhancement To complement the dynamic changes, Go-Kart Mode introduces a synthesized engine sound within the cabin. This audio feedback, inspired by the B48 engine’s natural tones, aims to enrich the driving experience without relying solely on the actual engine noise, which is often subdued due to sound insulation. The Hidden Transmission Sport Mode It’s important to note that while Go-Kart Mode influences transmission behavior, it is distinct from the transmission’s “Sport” mode in JCWs and “Low” mode in normal MINIs. Engaging Sport or Low mode via the gear selector further alters shift timing and responsiveness, offering an even more aggressive driving experience. You can engage this by clicking down a second time on the toggle. Combining Go-Kart Mode with Sport mode can maximize performance characteristics, particularly in models equipped with the 7-speed dual-clutch transmission. Suspension Dynamics: From Electronic to Mechanical Previously, MINI utilized (optionally) electronically controlled suspension damping to adjust ride stiffness in the previous version of Gokart mode (Sport mode). However, starting in 2021, the brand transitioned to frequency-selective mechanical dampers. This change simplifies the system while still providing a balance between comfort and performance. In Go-Kart Mode, the suspension’s characteristics remain consistent, relying on the mechanical setup to deliver the desired handling dynamics. We’ll have more on this change tomorrow. A Mode That Lives Up to Its Name? Go-Kart Mode brings a genuine transformation to how modern MINIs respond to driver inputs. While the previous generation’s Sport mode could occasionally feel a bit unrefined, Go-Kart Mode manages to enhance performance without any apparent drawbacks. We’d love to see MINI continue to evolve this feature—perhaps with greater personalization or even user-tunable settings, much like BMW’s M modes—but as it stands, we like the direction MINI is headed. The post Breaking Down MINI’s Go-Kart Mode: Throttle, Shifts, Steering & Sound Unpacked appeared first on MotoringFile. View the full article

The best Cooper S you can buy right now isn’t on the MINIUSA configurator—and technically, not even available in the U.S. But thanks to a clever workaround discovered by our friends at MINI of Glencoe, there’s a way to get one. The JCW Style package is a stealth-spec 2025 F66 Cooper S that delivers sharper looks, enhanced performance features, and a more premium driving experience—all without the full JCW price tag. It blends visual aggression with select performance upgrades, including shift paddles and the same upgraded brakes found on the full JCW. The result is a Cooper S that finally lives up to the sporty reputation its badge implies. Even more intriguing? There are reportedly only 20 of these in the entire U.S. market. MINI USA doesn’t advertise the JCW Style as an option, and unless you know how to coax it out of the ordering system—or get extremely lucky—you’re unlikely to ever see one. Here’s how MINI of Glencoe pulled it off: during allocation, they added port-installed JCW accessories to a Cooper S build. That minor tweak triggered a system error, which reclassified the car from the usual “Classic” or “Favored” styles into a hidden “JCW Style” trim. Apparently other dealers have stumbled across this as well, but it remains a largely undocumented trick. Their own vehicle locator confirms the find—flagging Cooper S builds with the Black JCW seats, a component typically reserved for JCW models. This workaround essentially unlocks a unicorn spec—one that looks, feels a bit closer to a JCW without the cost or commitment. Most notably, it includes shift paddles, a feature MINI USA inexplicably omits from the standard Cooper S. It’s a small addition that dramatically changes the driving experience, especially for enthusiasts who want that extra layer of control. The catch? This trick may no longer work. MINI of Glencoe doesn’t currently have another two-door hardtop allocation to test it again, and MINI could easily patch the loophole at any time. Still, the fact that it worked at all is telling—and tantalizing for anyone hoping to get more out of their Cooper S without going full JCW. The best part? The car we’re talking about is for sale as we speak. So if you want one of the most rare MINIs sold in in the US in 2025, you have your marching orders. For a deeper dive into why this spec is so special, check out our full review: MINI Cooper S JCW Style Gallery The post Exclusive: How To Order an F66 MINI Cooper S in JCW Style in The US appeared first on MotoringFile. View the full article

For the fourth consecutive year, MINI is heading back into the green hell. The Nürburgring 24 Hours—an endurance marathon that chews up metal and egos with equal appetite—is once again the battleground, and MINI is showing up with the new F66 John Cooper Works. Last year’s race saw the #317 MINI John Cooper Works Pro clinch an outright win in the SP-3T class. After heartbreak in 2022 when the Bulldog Racing MINI was forced to retire after 14 grueling hours, the team returned in 2023 and put the 1to6 Edition on the podium with a hard-fought 2nd place. Then came 2024: a class win, a full-circle moment, and MINI’s first N24 trophy in hand. Now, for 2025, MINI’s back with a new livery, a familiar face in Bulldog Racing, and a partnership that adds just the right amount of irreverence: DEUS Ex Machina. Call it design-forward motorsport, or just call it good branding—but either way, it’s a nod to the creative energy both brands bring to the table. The MINI x DEUS collaboration debuts with a stark black-and-white livery that’s more sketchbook than showcar—hand-drawn logos, a proudly oversized “DEUS” splash across the bodywork, and a stripped-back palette that lets the car wear its identity loud and raw. It’s less corporate polish and more punk rock, and frankly, that suits both brands. “Design and dynamics have always been our thing,” says MINI boss Stefan Richmann, and in this case, he’s not wrong. This latest JCW racer isn’t just a graphics exercise—it’s the latest iteration of MINI’s motorsport DNA, filtered through the hands of Bulldog Racing and designed in part by BMW’s own Designworks studio. As last year we expect a full roll-cage, KW suspension, race specific braking system and what look like 17-inch OZ HyperGT light alloy wheels. Additionally Bulldog has stripped out the interior for weight savings. But outside of these necessary modifications, this is a stock F66 MINI Cooper JCW. And that’s always been MINI’s quiet flex. From giant-killing moments at Monte Carlo in the ’60s to clawing for every inch at the Nürburgring today, the brand’s motorsport history has never been about brute force—it’s about grit, smarts, and tenacity. That tradition lives on in every modern JCW, and this year’s 24h entry is just the next chapter. Stay tuned. If the past three years are any indication, the race should be memorable. The race will be run on Sat, Jun 21, 2025, 10:00?AM EST – Sun, Jun 22, 2025, 10:00?AM EST. The post MINI Returns to the Green Hell with a Bold Look and a Proven Partner appeared first on MotoringFile. View the full article

For years, MINI lagged behind its BMW siblings in adopting the latest driver assistance and autonomous driving features. Sure, it was always more go-kart than gadget. But in 2025, MINI is finally catching up—not by abandoning its driver-focused DNA, but by adding to it. Welcome to the age of the smart MINI. From Passive Safety to Proactive Co-Pilot Let’s start with the basics: all new U25 Countryman models now come standard with Active Cruise Control with Stop & Go. That’s the kind of tech that makes bumper-to-bumper traffic slightly more bearable—because nothing says modern luxury like your MINI doing the dull stuff for you. In the new Cooper (F66), Cooper SE (F65), and Convertible (F67), this feature is optional, a curious decision given its growing status as table stakes in the premium small car market. Still, its availability across the board is a long-overdue win. The next step up is the Active Driving Assistant, which layers in steering support and lane keeping. While it’s not full autonomy, it’s a solid Level 1 system that’s meant to make long drives less tiring. MINI says it helps keep the vehicle centered in the lane, even around bends. Think of it as your enthusiastic co-pilot, not an autopilot. Active Driving Pro: MINI’s First Taste of True Autonomy The real headline here is Active Driving Assistant Pro, available exclusively on the U25 Countryman. This is MINI’s first foray into Level 2 autonomy, and it’s surprisingly refined. At speeds up to 47 mph (75.6 kph), the system allows for hands-free driving—yes, you read that right. MINI will control acceleration, braking, and steering entirely on its own. The catch? Your eyes must stay on the road. Take them off, and the system politely asks you to resume control. Above 47 mph, you’ll need to keep at least one hand on the wheel, though MINI continues to steer and monitor your position in-lane. Following a navigation route? The Countryman will even take off-ramps for you. In other words, it’s the kind of semi-autonomy that makes a traffic-jammed highway feel like a lounge chair experience—without giving up full control. Autonomy with a MINI Twist MINI’s Level 2 system includes some clever tech flourishes: Traffic Jam Assistant: Ideal for stop-and-go torture sessions. Lane Change Assistant: Signal, and the car looks for a safe gap. Lane Guidance: With MINI’s native nav, you get prompts not just for turns, but which lane to be in. Traffic Sign Recognition and Alerts: If you’re zoning out, your MINI won’t. And yes, the usual suite of forward collision warnings, pedestrian detection, and blind spot monitoring are all part of the package. Parking: The Battle of the Bollards Just Got Easier Parking tech is where MINI goes full Mission: Impossible. All new models can now be specced with an Auto Park Assistant, which finds parallel spots and maneuvers the car in—with the driver still modulating throttle and brake. A new memory function, called Reversing Assistant, remembers the last 150 meters of your forward path and will mimic it in reverse—perfect for tight garages or narrow driveways. There’s even a Trailering Assistant, which guides your steering while reversing with a trailer. Your weekend warrior activities just got a lot more polished. For those who opt for Parking Assistant Plus, the toys get even better: 360-degree cameras Remote 3D view via app Theft detection with live video alerts Drive Recorder with customizable camera recording And for U25 Countryman E and SE models? Remote parking via app. That’s right, you can step out and let your MINI park itself with a tap of your phone. Welcome to the Jetsons era. Our Take: Finally, MINI Joins the 2020s These updates mark a turning point for MINI. While it’s still the fun-to-drive brand we know, it’s now backed by a suite of technology that feels modern and—dare we say it—class-leading in some respects. The new Countryman, in particular, is now as competent at semi-autonomous driving as anything from Audi or Volvo. The best part? It can all be turned off. You can still wring it out on a back road when the mood strikes. But when you just want the car to handle the grind, it’s finally got the brains to do it. The post MINI’s Big Leap into Autonomous Driving and Safety Tech appeared first on MotoringFile. View the full article

F66 JCW vs the F56 JCW – How much has really changed? We’ve driven the two back to back and went deep into the specs to uncover what’s been fine-tuned, what’s been overhauled, and what MINI left untouched. Spoiler: there’s more here that’s been tweaks than you might think. First, if you missed them, read our review of the F66 and F67 JCWs. But here’s the top line: MINI has improved the JCW formula in almost every way—except for two notable changes. The move from four-piston to single-piston front brake calipers, and the elimination of the manual transmission, are hard pills to swallow for purists. Take those out of the equation, though, and the F66 emerges as a welcome refinement—offering more performance, better technology, enhanced safety, and increased comfort. So, what exactly did MINI do to make it happen? Let’s take a closer look. Powertrain & Performance MINI didn’t mess with the headline horsepower, but dig deeper and the 2025 JCW reveals a meaningful leap in real-world punch. With a torque surge and a snappier DCT replacing the old automatic, this isn’t just the same powertrain in a shinier wrapper. SpecF56 JCWF66 JCWVerdictEngine CodeB46A20O1B48A20O2New engine family (B48 Gen 2) for 2025, likely offering more refinement and compliance.Horsepower (HP)228 hp228 hpNo change.Torque (lb-ft)235 lb-ft280 lb-ftMajor jump. Torque bump likely delivers a more urgent, flexible drive.0-60 mph (Auto)5.9 sec5.9 secDespite more torque, 0-60 time remains the same. Likely due to the added weight and limits of traction.Top Speed149 mph155 mphSlight increase. Likely due to gearing changes.Transmission8-speed automatic (GA8Q45CW)7-speed dual-clutch (DCT)Swapped out torque converter auto for a sharper, lighter DCT. More engagement, less slush, more refinement. Dimensions & Design Tweaks The 2025 JCW is slightly wider, lower, and just a hair shorter than before — a curious mix that you actually feel behind the wheel. These aren’t just spec sheet shuffles; they reflect MINI’s evolving approach to performance packaging. SpecF56 JCWF66 JCWNoteLength152.8 in152.6 inSlightly shorter.Width (body)68 in68.7 inWider stance; helps with stability and initial turn-inHeight55.7 in57.2 inTaller — due to chassis or ride height tuning.Wheelbase98.2 in98.2 inSame.Ground Clearance5.6 in5.1 in (130mm)Slightly lower — helps keep mass slightly closer to the ground.Curb Weight (US)2,952 lbs3,047 lbsGains ~95 lbs — due to added safety/tech. Chassis & Tires MINI’s go-kart ethos gets a subtle chassis rework for 2025. A wider track and revised wheel setup suggest sharper handling, even if the move to smaller standard wheels might raise some enthusiast eyebrows. SpecF56 JCWF66 JCWNoteStandard Tires205/40/17215/45 R17 AS non-RFA wider, non-run flat tire means more grip and a bit more feelOptional Tires205/40/18215/40/18Optional tire now wider and there’s no runflat to be foundTrack Width (Front/Rear)58.5 in / 58.5 in59 in / 59 inWider stance; helps with stability and initial turn-inSteeringEPS 14.0:1 ratioEPS 14.0:1 ratioSame ratio but the lighter tuning, wider track and tires create a more eager feel. Interior & Cargo Inside, it’s a case of evolution over overhaul. Most dimensions remain unchanged, but the tiniest increases in cargo space and elbow room show MINI was focused on the smallest details of fine-tuning comfort without compromising its compact DNA. SpecF56 JCWF66 JCWNoteFront Headroom w/ SR38.3 in38.3 inNo change.Rear Headroom w/ SR36.4 in36.3 inEssentially unchanged.Cargo (EPA)8.7 ft³8.9 ft³Slight increase. Magic packaging? Weight & Payload Yes, the 2025 JCW gained a few pounds — but not without purpose. Despite a nearly 100-pound bump, payload is up slightly too, and the new DCT and extra torque help mask the added mass on the move. SpecF56 JCWF66 JCWChangeCurb Weight2,952 lbs3,047 lbs+95 lbsGross Vehicle Weight3,770 lbs3,858 lbs+88 lbsPayload772 lbs783 lbsSlight increase. Our Take: Key Differences & Insights At a glance, the F66 MINI JCW Hardtop might not seem drastically different from its F56 predecessor. The design language is still unmistakably MINI, and on paper, the power output remains identical at 228 horsepower. But look past the badge and you’ll find a car that’s undergone meaningful mechanical and engineering evolution. The biggest headline is torque — up from 235 lb-ft to a stout 280 lb-ft. That’s a 19% increase, and it fundamentally changes how the car behaves. While 0–60 mph times stay pegged at 5.9 seconds, the real story is in midrange power delivery. Expect faster roll-on acceleration and easier overtaking — especially when paired with the new 7-speed dual-clutch transmission (DCT), which replaces the outgoing 8-speed torque converter automatic. The DCT promises quicker shifts and a sportier, more connected driving feel — a much-needed move in an era where hot hatches are expected to engage, not just hustle. Chassis-wise, the 2025 JCW gets a slightly wider track and a taller stance. While these changes might seem minor, they hint at reworked suspension tuning — potentially to balance ride comfort with handling sharpness. The switch to 17-inch non-run-flat tires as standard could be a sign MINI is dialing in more compliance without sacrificing grip. Weight is up slightly, with curb weight increasing by about 95 pounds. That’s the price of progress — likely from added safety systems, new tech, and platform refinements. Yet, MINI seems to have managed this weight gain strategically, as payload capacity has gone up as well. In terms of dimensions and packaging, the new JCW is marginally shorter and taller, but width and mirror span are up. This speaks to both the desire of MINI designers to keep the car as small as possible, weight low and aero optimized. Interior space remains mostly unchanged, though the elbow room and cargo volume get subtle improvements. The takeaway? MINI didn’t reinvent the JCW — but it sharpened the edges that matter. With increased torque, a faster and more refined gearbox, and meaningful under-the-skin tweaks, this is more than just a refresh — it’s a more mature, more capable performance MINI. It’s not perfect. The absence of a manual transmission stings, and the switch to single-piston front calipers hints at reduced durability under track abuse. But for the vast majority of would-be JCW owners, this is a better car in almost every way. The post 2025 F66 MINI JCW vs. F56 JCW: Key Differences, Specs & Performance Upgrades appeared first on MotoringFile. View the full article

For 2025, MINI has reengineered its John Cooper Works hardtop—code-named F66—into something undeniably quicker, more refined, and in many ways, more sophisticated. It’s also become a case study in modern performance car compromise. Because while this is easily the fastest and most responsive JCW ever, it arrives with a few asterisks that might make long-time fans wince. Let’s dig into the duality that is the new F66 JCW. More Torque, Sharper Gearbox, Better Response At its heart, the F66 JCW carries forward MINI’s 2.0L four-cylinder turbocharged engine—still rated at 231 horsepower, but now with a key revision: torque is up to 280 lb-ft, a 45 lb-ft improvement over the F56. That alone transforms how this car feels. But the bigger revelation is the revised 7-speed dual-clutch transmission (DCT). While earlier MINI DCTs were competent but occasionally dim-witted, this new iteration is properly sorted. It’s faster. Smarter. Hungrier. Downshifts snap with intention, and upshifts arrive without hesitation. The result is a car that feels alert, responsive, and eager in a way that previous JCWs only hinted at. Interestingly, this differed from the first F66 JCW we drove back in early January. Was it that car’s early build slot, the single-digit temps, or the fact that it wasn’t fully broken in? Whatever the reason, we drove three different F66 JCWs at the launch in Savannah—and all exhibited the same sharp DCT responses. In real-world driving, that sharper response makes this F66 feel like it gained more than torque. It feels like it’s gained edge—and that’s a critical ingredient for a JCW. Quicker Than Ever—But Less Track-Ready? This is where the story gets complicated. To pair with the powertrain upgrades, MINI re-tuned the suspension and re-mapped the throttle to make the F66 JCW feel more immediate and engaging. Mission accomplished there. But in a cost-saving move (or platform simplification, depending on who you ask), MINI also downgraded the front brakes—swapping the F56’s four-piston Brembo setup for single-piston sliding calipers. At first blush, it’s a clear step backward. But in normal driving? You probably wouldn’t know. Pedal feel is solid. Braking distances remain competitive. Unless you’re running hot laps or descending a mountain pass, the change is largely academic. And it makes sense given that the rotors and pads are the same size as before. But the That said, for hardcore drivers—or anyone who plans to track their JCW—it’s a disappointment as a lack of extra pistons means braking pressure tends to be less even, pedal feel is less consistent and heat can build quicker. Not a deal-breaker, but a flag worth raising. Visual Tweaks, Hidden Tricks Stylistically, the F66 JCW doesn’t stray far from the F56 formula, but subtle changes sharpen the overall look. The front bumper is more sculpted, the rear (faux) diffuser more pronounced, and textured plastics have been replaced with high-gloss finishes. Then there’s the new single visible exhaust pipe—and its hidden sibling, a second outlet tucked to the left of the primary exhaust. Why the asymmetrical setup? MINI tells us it’s largely design-driven. However, a closer look suggests that the Cooper S and JCW exhaust systems are nearly identical, with one key difference: the center section of the Cooper S features a squared-off shape, while the JCW’s has a more traditional round outlet. The interior, however, marks a more significant shift. The new fabric dash, vegan leather, and cleaner layout signal a real change in MINI’s design language. But the most dramatic addition is MINI’s new circular OLED center display, which dominates the dashboard. It’s clean, quick, and beautifully executed—though not everyone will appreciate the fully digital, screen-centric interface (and we’d still welcome a few more physical buttons). Physically, the F66 is still a compact, tossable hot hatch. It hasn’t gained weight (unlike its EV counterpart, the J01), and with the added torque and improved gearbox, it’s more rewarding than ever in the kind of tight, technical driving MINI was made for. Pricing and Trims Pricing for the F66 JCW starts at $38,900 USD, which puts it in the ballpark of the outgoing model. But MINI’s new trim strategy simplifies things: fewer standalone options, more bundled packages. That means less customization—and that’s a real shift for a brand built on personalization. Want Chili Red with white roof and black wheels? Better hope that combo made it into one of MINI’s curated styles, because building a one-off spec is no longer in the cards. It’s an Apple Store approach to car buying: clean, efficient, and mildly depressing for enthusiasts who want a unique MINI. And Still, No Manual Of all the changes MINI made, this is the one that lands the hardest: the manual is gone. Not just unavailable in the U.S.—it’s gone globally. And the sting is sharper when you realize that in the final year of F56 JCW production, over 50% of buyers chose the manual. Yes, the new DCT is faster. Yes, it makes the car quicker. But no, it doesn’t replace the experience of rowing your own gears, especially in a brand so closely associated with driving joy and mechanical connection. This isn’t just a hardware decision—it’s a philosophical one. And for many loyalists, it will be the line in the sand. Final Verdict: The Fastest JCW, But Not the Most MINI The F66 JCW hardtop is quicker, sharper, and more refined than any JCW before it. The upgraded torque and improved DCT transform the driving experience. From a performance standpoint, it’s a genuine leap forward. But in pursuit of polish, MINI has sanded down some of its edge. The brake downgrade won’t matter to most, but it sends a message. The loss of the manual? That’s more than symbolic. The reduction in customization? That strikes at the core of what made MINI different. This JCW is excellent—and for many, it will easily be the best ever. But it also feels like MINI is inching closer to the mainstream hot hatch crowd—Volkswagen GTI, Hyundai Elantra N—instead of carving its own unique path. Perhaps that’s what the majority wants. It’s still fun. Still premium. Still MINI. But for a few of us… slightly less so. 2025 MINI Cooper JCW Photo Gallery The post 2025 MINI Cooper JCW (F66) Review: Faster, Sharper, But Missing the Manual appeared first on MotoringFile. View the full article

In a move that feels more 2002 than 2025 (and we mean that as a compliment), MINI is rolling out a bold, irreverent campaign that cuts through the polished platitudes of the modern auto industry. Designed take on convention—and maybe a few OEM execs in the process—MINI’s latest effort is part satire, part street fight, and all MINI. A Return to Form The campaign, created by Goodby Silverstein & Partners along with MINI USA’s interagency team, marks a decisive pivot back to the brand’s original U.S. persona: the plucky, fun-loving iconoclast that flipped the bird at bloated sedans and joyless marketing. MINI’s new ads don’t just wink at this heritage—they shout it through a megaphone strapped to a low-flying plane. Yes, a plane. Circling the Javits Center during the New York Auto Show, a MINI-branded aircraft joins a battalion of sharply-worded billboards urging “car people” to skip the “static showroom floor” and go test drive a 3x Monte Carlo Rally Champion. Taglines, Twisted Billboards in strategic locations co-opt the actual taglines of other brands (Mercedes, Jeep, Porsche) and flip them with MINI’s signature snark. If you’re an employee of one of those brands, don’t be surprised to see a MINI billboard outside HQ telling you to “ditch work and book a test drive.” Ouch. For those actually inside the Javits Center, there’s no escape either. MINI has sneakily inserted its message onto Volta EV charging stations—because if you’re going to trap car folks with slow charging, you might as well entertain them. The MINI Manifesto In a pair of full-page ads in The New York Times—a flex in itself—MINI draws a hard line between cars and itself. One ad speaks directly to car enthusiasts, telling them to skip the showroom snooze fest and experience the thrill firsthand. The second serves as the “MINI Manifesto,” a delightfully irreverent reminder that MINI is not a car in the traditional sense—it’s a “street-legal go-kart” with charm, chutzpah, and a proper British attitude problem. According to Kate Alini, MINI USA’s Department Head of Marketing, Product, and Strategy, the campaign is a deliberate return to the brand’s roots. “We’ve been the feisty underdog, taking on bigger brands with Brit-grit, humor, and most of all fun,” she says. “With this campaign, we’re disrupting in ways that only MINI can.” MINI in the Wild Beyond the Times and the Javits Center, MINI has taken to the streets with “wild postings” targeting each borough of NYC. The message is clear: ditch the boring, and drive something fun. It’s not a car. It’s a rebellion on wheels. And that tone is no accident. “MINI doesn’t show up the way traditional car brands do,” adds Mason Douglass, Senior Copywriter at GS&P. “Instead, we developed a creative approach that points out in a ‘MINI way’ that driving is more fun than looking at a bunch of static display cars.” Our Take In a world of sterile ad copy and grayscale crossovers, MINI’s campaign is a welcome blast of personality. It’s disruptive, self-aware, and—most importantly—fun. It’s also a reminder of what MINI has always done best: punch above its weight, rattle cages, and make driving feel like play again. So, to the car people at the Auto Show: MINI sees you. And it’s daring you to stop looking—and start driving. The post MINI USA Crashes the NYC Auto Show—With Billboards, British Wit, and a Plane appeared first on MotoringFile. View the full article

After several successful years in the TC America Series, MINI USA and the JCW Racing Team have decided to take a hiatus from racing. Here’s why that might to be a bad thing. As always, MINI USA is looking for maximum exposure from its racing activities. With five years of trophies and titles under its belt, the brand has decided to move on and begin exploring other motorsport avenues that might offer a brighter spotlight. While there’s nothing to announce just yet, MINI USA and LAP Motorsports LLC (which operates the JCW Racing Team) are actively investigating new opportunities to go racing. Until then, there’s still plenty of MINI motorsport action to follow. The brand will return to the 2025 24h Nürburgring, taking place on June 21st and 22nd. There’s also the relatively new NXT Gen Cup, an electric racing series introduced in 2024. This series features the all-electric MINI Cooper SE and aims to promote emerging talent in electric motorsports. In 2025, the NXT Gen Cup will continue to support Formula E events across Europe, including stops in Misano, Monaco, Berlin, and London. A Look Back at the JCW Racing Team’s Success in TC America From 2019 through 2024, the MINI John Cooper Works (JCW) Team built an impressive legacy in the TC America series, combining underdog charm with championship-caliber execution. The 2019 season marked the beginning of their rise, with the team gaining serious momentum and establishing themselves as more than just a novelty act. That year, MINI not only racked up strong finishes but also clinched the Manufacturer’s Championship—a clear signal that the brand’s bite matched its bark. In 2020, the team delivered a defining performance, sealing the TC America Driver’s Championship at Indianapolis Motor Speedway and backing it up with a second consecutive Manufacturer’s title. These back-to-back honors underscored just how well the MINI JCW cars—small, agile, and relentlessly competitive—fit the DNA of TC America racing. The 2021 season saw the team expand its presence, fielding multiple entries and continuing to prove its consistency against deeper-pocketed rivals. By 2022, that consistency translated into regular podium finishes, solidifying MINI’s status as a serious contender season after season. SRO America Road America 2023 Momentum hit a new high in 2023 when Clay Williams captured the TC Class Driver’s Championship, a testament to the team’s ongoing evolution and MINI’s staying power in the series. Then came 2024—a banner year by any standard. P.J. Groenke took home the TCA Driver’s Championship with 14 podiums, including eight wins. Cristian Perocarpi followed up with a second-place finish in the TC class, earning three wins and eight podiums. MINI USA once again claimed the TCA Manufacturer’s Championship, bringing the tally to three since 2019. Just as impressively, the JCW Team earned “Crew of the Year” in both TC and TCA classes—an accolade made even sweeter by the fact that 75% of the crew were MINI dealer service technicians. Over six seasons, the MINI JCW Team transformed from a scrappy upstart to a multi-time championship-winning force. With sharp strategy, proven engineering, and a no-nonsense crew, they proved that MINI’s racing spirit is alive and well—and more competitive than ever. SRO America Indy 8 Hour 2023 SRO America Indy 8 Hour 2023 SRO America Indy 8 Hour 2023 SRO America Indy 8 Hour 2023 SRO America Indy 8 Hour 2023 SRO America Indy 8 Hour 2023 SRO America Road America 2023 SRO America Road America 2023 SRO America Indy 8 Hour 2023 SRO America Road America 2023 SRO America Road America 2023 SRO America Road America 2023 SRO America Road America 2023 SRO America VIR 2023 SRO America VIR 2023 SRO America VIR 2023 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 SRO NOLA 2022 The post MINI USA Exploring New Racing Series In the US appeared first on MotoringFile. View the full article

It was one of those perfect Savannah days — sun high, top down, and not a cloud in sight. Ideal conditions to meet the updated 2025 MINI JCW Convertible. At first glance, it’s a subtle refresh. But look closer — or better yet, drive it — and the improvements become clear. With 280 lb-ft of torque (a 45 lb-ft jump), revised chassis tuning, and a dual-clutch transmission that finally delivers, this is a better open-top JCW in almost every measurable way. Almost. Because while the performance is up, engagement has taken a hit. The manual transmission — once a core part of MINI’s soul — is gone. And for all the speed and polish this JCW now offers, it’s hard not to miss the extra layer of connection that used to come with a third pedal. The Upgrades: Where It Hits Let’s start with the good, because there’s a fair bit of it. Under the hood lies the familiar 2.0-liter turbocharged four-cylinder, now producing a stout 280 lb-ft of torque. That’s not just a spec-sheet flourish — it delivers genuine urgency from just 1,500 rpm. The result is a car that pulls on on-ramps not that different than the last generation JCW Clubman with its’ 331 ft lbs. It’s quick in a way that finally matches the badge. The front end feels slightly more eager than before, thanks to a slightly wider track, wider tires and stiffer chassis (thanks to revised bracing under the car). While the suspension has been tweaked over the previous JCW Convertible, the differences are subtle. It’s still heavier than it should be (3,307 lbs, to be precise), but the increased torque and sharpened dynamics keep it feeling alive. Even the much-maligned 7-speed dual-clutch transmission has grown into itself. In Go-Kart mode, it holds gears with intent, and in the transmission’s Sport mode, it fires off shifts quickly and decisively. Put them together and you have a car that’s on its toes the way a JCW should be. But where the older torque converter autos would get jerky, this revised DCT is smooth at every transition. MINI’s retuned throttle response also helps — gone is the hesitation of past MINIs and even JCW. It’s an issue we’ve railed against for years and now, with this new generation of JCW, it feels like the drivetrain is finally on the same page as the chassis. The Downgrades: Where It Stumbles As good as the new F67 JCW is, there are still a few areas that need attention. Unsurprisingly, the biggest is the lack of a manual transmission. Its absence isn’t just a spec-sheet omission — it’s an emotional one. The DCT may be quicker, but the car loses a layer of engagement it once offered. That loss is felt every time you flick a paddle instead of rowing your own gears. The second issue is MINI’s steady retreat from personalization. This new generation has moved decisively away from the days of “Youification.” Customization has been pared down to paint color, a choice between a body-colored or black roof (white roofs are now gone from JCWs), two wheel options, and… that’s about it. There aren’t even interior trims to choose from. For a brand that once made self-expression a cornerstone, it now feels oddly anonymous. Finally, there are the front brakes. MINI has ditched the previous JCW’s four-piston front calipers in favor of a simpler, more cost-effective single floating caliper design. We asked MINI USA why this change was made, and the answer was both expected and a bit surprising. Yes, cost played a role. But what caught us off guard was MINI’s claim that braking performance remained unchanged in testing. The caliper and pad sizes are identical, meaning the same swept surface area is still engaging the rotor. Plus, the switch results in a slight reduction in unsprung mass — exactly the kind of detail that can improve responsiveness and agility on turn-in. Does it affect the car? In reality, if we hadn’t driven an F56 JCW just days earlier, we likely wouldn’t have noticed the difference. But based on our experience, there’s a subtle change in bite and feel. Will you notice it? Probably not—unless you have an F56 JCW at your disposal. In our minds, this is a change that hurts more on an emotional level than a performance one. And since only a very (very) small percentage of JCW convertibles will ever be tracked, we’d not consider it a big loss. Verdict: A Better JCW, a Less MINI Top down, throttle pinned, Go-Kart mode lit — this thing still knows how to make you grin. For those claiming MINI’s lost the plot, take a drive. The 2025 JCW Convertible is the sharpest, quickest, and most composed version yet. But with every gain in performance, a little soul slips away. The quirky charm, the personalization — gone. And the manual? Now just a memory. That visceral connection is still there, but it’s a slightly different experience without rowing your own gears. Make no mistake—the F67 JCW is the best-driving JCW Convertible ever. But it’s also a little less engaging. Depending on what you’re looking for in your JCW, that might be more than a fair trade. The post Review: 2025 MINI Cooper JCW Convertible – Upgraded In Every Way But One appeared first on MotoringFile. View the full article

One of the most baffling changes to the 2025 MINI JCW (F66) isn’t under the hood — it’s behind the wheels. MINI has swapped out the previous four-piston front calipers for a simpler single-piston design. For a brand that’s steadily improved braking with each JCW generation, this feels like a clear step back. So why the downgrade? Now we know. On paper, the 335 x 35 mm front discs and 280 x 10 mm rear discs remain unchanged. But the move from a more advanced four-piston setup to a single-piston floating caliper is a clear step backward. Four-piston brakes offer several key advantages over single-piston designs — especially in performance-oriented cars like the MINI Cooper JCW. Here’s why they’re objectively better under demanding driving conditions. F66 JCW’s single piston calipers F66 JCW’s four piston calipers 1. More Clamping Force, More Even Pressure A four-piston setup uses two pistons on each side of the brake rotor, allowing for more evenly distributed pressure across the brake pad. This leads to more consistent and effective clamping force compared to a single-piston caliper, which pushes from only one side and relies on the caliper housing to slide and apply pressure to the opposite pad. 2. Improved Heat Management Four-piston calipers typically support larger brake pads with more surface area. This helps dissipate heat more efficiently during heavy braking — whether on a twisty road or at a track day. Better heat management means less brake fade, which preserves stopping power under repeated high-load braking events. The previous generation (F56) Cooper JCW with four piston front brakes 3. Better Pedal Feel and Modulation Multi-piston calipers provide smoother, more linear braking response. That translates into better pedal feel — drivers can more accurately modulate pressure and braking force. With a single-piston design, the response can feel less precise and more abrupt, especially under hard braking. 4. Reduced Pad Taper and More Even Wear Because the force in a four-piston setup is applied evenly across the pad’s surface, wear tends to be more uniform. In single-piston calipers, uneven pressure can lead to tapered pad wear, reducing braking efficiency over time and increasing maintenance needs. F66 JCW Single Piston Front Brakes F56 JCW Four Piston Front Brakes 5. Stronger Performance Under Load For performance cars, repeated high-speed stops generate massive amounts of heat and stress. Four-piston systems are better suited for this kind of abuse. They resist fade longer, recover quicker, and maintain consistent braking behavior even after sustained use. Four-piston calipers aren’t just “bigger brakes” — they’re engineered for higher-performance driving. They stop the car more effectively, resist fade better, deliver more consistent pedal feel, and reduce maintenance through even pad wear. For a car like the MINI JCW, which markets itself on performance and driving enjoyment, downgrading to a single-piston design may preserve cost and match baseline street performance — but it sacrifices real-world capability where it counts most: under pressure. F66 JCW Single Piston Front Brakes F56 JCW Four Piston Front Brakes Why MINI Made the Change We asked MINI USA why the change was made. As expected, cost was part of the equation. But MINI also claimed that braking performance hasn’t been compromised. According to their testing, because the caliper and pad dimensions are the same, the swept area — and thus overall stopping capability — remains consistent. There’s also a small gain in unsprung mass, which MINI says helps improve steering responsiveness and front-end agility. That’s a benefit, but one that doesn’t fully offset the loss in outright braking performance and feel — especially for enthusiasts who expect more from a JCW. Does The Change Really Matter – Our Take In everyday driving, most owners may not notice the change. But for those who push their cars harder — on demanding mountain roads or at the occasional track day — the downgrade will likely be apparent in small but meaningful ways. The JCW badge comes with expectations, and braking confidence is a core part of that. This isn’t a deal-breaker, but it’s a decision that runs counter to what the JCW has always stood for. MINI has improved power, throttle response, and handling with this generation. But in this case, the braking system has taken a clear step back for the select few who place serious demands on their JCWs. The post Exclusive: Why MINI Downgraded to Single-Piston Brakes on the 2025 MINI JCW appeared first on MotoringFile. View the full article

There are MINIs that are good. There are MINIs that are fast. And then there’s the R53 MINI Cooper S— so well balanced, so brutally charismatic, it might just be the best modern MINI ever built. Let’s be clear: we’re not talking about a perfect car. The cabin plastics are a mixed bag, the rear seats are still more symbolic than functional, and the turning radius could rival a school bus. But perfection was never the goal. What BMW and the MINI team gave us in the final year of the R53 generation was something far more meaningful—character, connection, and an unapologetically raw driving experience. The Last of the Supercharged Era The 2005 model year saw perhaps the largest LCI ever of a MINI model making the last two years of the R53 production the one to aim for. It was also the swan song of the supercharger era, just before the turbocharged R56 took over. And while the newer car brought improved efficiency and refinement, it never quite captured the visceral punch—or the high-pitched whine—of the Eaton M45-fed 1.6L four-cylinder under the R53’s hood. Throttle response in the R53 is immediate, borderline manic. This was a car that didn’t just accelerate—it attacked. As we noted in our revisit of the 2006 GP, the R53’s powertrain is still a benchmark for raw engagement. There’s a tactile honesty here that even the best MINIs since have struggled to replicate. Read our GP revisited The JCW Factor While the base Cooper S was a riot on its own, the factory JCW kit took things up a notch. With 210 hp and a recalibrated ECU, the JCW-tuned R53 offered a smoother, more linear pull than its earlier iterations, but without sacrificing the edge. The 0-60 time? Just over 6 seconds—not fast but you felt her bit of that speed. But it’s not the numbers that matter. It’s the way the power arrives, how the six-speed Getrag gearbox slots into each gear with mechanical confidence, and how the chassis responds when pushed. Our 2011 vault review said it best: the 2006 JCW is “as fast and fun as most people would ever need.” Read our JCW vault review Go-Kart DNA, Unfiltered If you’ve driven a modern MINI and found the steering a bit too numb, the ride a little too smooth—drive an R53. There’s a reason why the phrase “go-kart handling” was used in the marketing of this car. It’s not perfect. Where a car like the Lotus Elise produced a detailed and nuanced feel through the wheel, the R53 was a bit more opaque. But the combination of responsiveness, grip, and communication was rare in a modern front-wheel-drive car at the time and has become nonexistent not since. In a side-by-side with the early R56, owners consistently praised the R53’s purity. Less weight, more feedback, and a tighter package overall. It might not have been the most refined MINI, but it might have been the most MINI MINI. Here’s a great review from a MotoringFile reader circa 2007: R50 vs. R56 reader review A Future Classic in Real Time Today, the 2006 Cooper S is gaining ground as a modern classic. Values for clean examples—especially JCWs and GPs—are ticking upward, and demand is surging among collectors who recognize its importance. It’s still attainable, still practical (enough), and still utterly thrilling. But more than anything, the 2006 Cooper S is a reminder of what MINI can be when it leans into its roots. Light, loud, unfiltered, and a little bit wild. It may be almost 20 years old, but in our minds—and in our garages—it’s forever young. If you want more on the R53 and where’s values are headed, you’ll want read this recent report: The post Why the 2006 MINI Cooper S Might Be the Best Modern MINI Ever Built appeared first on MotoringFile. View the full article

We’re packing our bags and heading to MINI USA’s 2025 product launch where we’ll get behind the wheel of ever single new MINI available. What do you want to know? What would you like us to ask MINI USA? And how can we be of service? Let us know in the comments. Here’s the full list of cars: U25 MINI Countryman S ALL4 U25 MINI Countryman SE ALL4 Electric U25 MINI John Cooper Works ALL4 F66 MINI Cooper S 3-Door F66 MINI 3 Door John Cooper Works F65 MINI Cooper S 5-Door F67 MINI Cooper S Convertible F66 MINI John Cooper Works Convertible We’ll also have access to MINI USA executives. So let us know what you want to hear about and we’ll do our best. The post We’re driving Every New MINI Sold in the US – What Do you Want to Know? appeared first on MotoringFile. View the full article

The new MINI Countryman just took home the title of Medium Crossover of the Year at the 2025 UK Car of the Year Awards. Handed out by a panel of 31 auto journalists who know their way around a spec sheet and a B-road, the awards aim to spotlight the best new cars tailored to UK buyers. The judges called out the Countryman’s standout design, clever tech, and that signature MINI “fun-to-drive” DNA. Or as one put it: “The Countryman injects some design flair into a class full of same-again SUVs. Its interior is refreshingly stylish and well-built too.” They didn’t stop there: Judges went on to say; “The new MINI Countryman perfectly embodies the evolution of the brand while staying true to its playful roots – making it an exciting choice for those who have grown up alongside it. As the MINI range has increased, so has the quality, desirability and ‘fun to drive’ element, with the Countryman standing out for its practicality”. Crash Tests Wins In related news, The new Countryman also recently earned some of the industry’s most coveted crash safety accolades on both sides of the Atlantic, reinforcing its position as a crossover that’s as secure as it is spirited. In the UK, the Euro NCAP awarded the Countryman a full five-star rating, with strong marks for adult and child occupant protection. MINI’s pedestrian safety measures, including an active bonnet system designed to soften impacts, also contributed to the high score. Standard driver assistance features like automatic emergency braking and lane-keeping support helped round out the top-tier performance. Across the Atlantic in the U.S., the Countryman earned an IIHS Top Safety Pick, scoring “Good” in nearly every category, including the notoriously tough small overlap front crash tests. The only exception was a single “Acceptable” mark in rear passenger pelvis protection—an area where many vehicles in this segment still struggle. The post MINI Countryman Wins Medium Crossover UK Car of the Year Awards 2025 appeared first on MotoringFile. View the full article

In a sweeping policy shift aimed at stabilizing the auto industry amid economic and geopolitical pressure, the UK government has relaxed its Zero Emission Vehicle (ZEV) mandate. The updated rules extend the sales window for hybrids until 2035 and soften penalties for manufacturers missing electric vehicle (EV) targets. For a brand like MINI—right in the middle of a dramatic electrification overhaul—this could be a subtle but significant inflection point. The mandate’s most headline-grabbing change is the decision to allow full hybrids (HEVs) and plug-in hybrids (PHEVs) to remain on sale from 2030 through 2035, essentially walking back the stricter 2030 ICE ban announced by a previous administration. It’s a move welcomed by automakers, especially as EV demand in the UK has slipped well below mandated levels. According to the SMMT, carmakers missed last year’s 22% EV mix target despite heavy discounting—and are now facing a 28% threshold for 2025 with little sign of a market rebound. The BMW X1 hybrid could serve as a blueprint for a Countryman Hybrid What this Could Means for Future MINIs For MINI, this buys time—but also raises questions. As we’ve reported, MINI is fully committed to electrification, with an all-electric lineup already rolling out in some markets by the end of 2025. The new electric Countryman is already on sale in Europe and receiving high marks for both performance and safety, and the upcoming Aceman will further broaden MINI’s EV reach in the UK and beyond. But with these rule changes, the path doesn’t have to be as all-or-nothing as before. One potential outcome: MINI could reintroduce a hybrid variant of the Countryman. As we’ve detailed, there’s a clear opportunity for MINI to leverage BMW Group’s scalable hybrid powertrain architecture, making it relatively straightforward to adapt the new-generation Countryman platform for plug-in hybrid use. That would likely mean a setup similar to the BMW X1’s, which pairs a 150-hp combustion engine with an eDrive unit for a combined output of 177 hp. The real standout, though, would be the electric-only range—up to 56 miles. That’s a massive leap from the 18 miles offered by the F60 Countryman Hybrid and enough to make it functionally a pure EV for most daily commutes, especially for drivers with access to home charging. A revived Countryman PHEV could slot in just below the all-electric SE variant, offering buyers a practical, lower-emission alternative without requiring full EV commitment. With the updated UK ZEV rules extending the sales window for hybrids through 2035, this opens the door for MINI to diversify its drivetrain offerings and hedge against inconsistent EV demand—particularly in regions where infrastructure still lags. We noted late last year that global politics, particularly the rise of protectionist tariffs in the U.S., could force MINI to rethink its rollout and production strategies. With 25% import tariffs now slapped on all foreign-made cars entering the U.S., and the UK’s softened ZEV rules giving automakers more room to maneuver, MINI may choose to diversify its drivetrain offerings for longer—especially in markets where EV adoption lags behind regulatory ambition. One likely outcome: MINI could offer hybrid offerings longer in the UK and EU while pushing fully electric models in markets with more aggressive incentives or infrastructure support. And given that the UK ZEV changes also reduce penalties and exempt low-volume automakers (though MINI doesn’t qualify there), the pressure to go “all in” on EVs may ease just enough to give the brand some breathing room. Still, MINI’s trajectory remains fundamentally electric. As we’ve has pointed out, BMW is investing heavily in Oxford’s production capabilities to support the electric MINI lineup, and the brand is clearly staking its future on EVs. The UK’s move may change how fast MINI pivots across its lineup, but not if it will. The post UK Eases EV Mandates, Boosting Future for New Combustion MINIs appeared first on MotoringFile. View the full article

Last week we broke down MINI’s initial response to the new U.S. tariffs and what that could mean for pricing going forward. Now, as the smoke starts to clear (or at least swirl a little less chaotically), other European automakers are showing their hands. From paused shipments to strategic price cuts—and even talk of layoffs—the ripple effects are starting to look more like waves. As of April 6, 2025, Jaguar Land Rover (JLR) is the primary European automaker that has officially paused shipments to the United States in response to the newly imposed 25% tariff on imported vehicles by the U.S. administration. JLR announced a temporary suspension of U.S. shipments for April as it evaluates strategies to mitigate the tariff’s impact. Other European manufacturers are actively assessing the situation. For instance, Volkswagen Group has temporarily halted shipments from Mexico and Europe to the U.S. to evaluate the implications of the tariffs. Similarly, Audi is holding vehicles at ports and labeling those imported before April 3 with “No Added Import Fee” to distinguish them from tariff-affected models. Mercedes-Benz has also made some moves. According to The Verge, Mercedes isn’t suspending shipments entirely, but it’s slashing its EV prices in an attempt to stay competitive despite the tariff. In a more troubling sign, it’s also considering workforce reductions and delaying U.S. factory expansion plans, particularly those linked to its Alabama plant. It’s a layered response—lower sticker prices on one hand, cost-cutting on the other—all in an effort to buffer the tariff’s blow without losing ground in a key market. While most companies have not officially paused shipments, their actions indicate a cautious approach as they navigate the new trade environment. The automotive industry is closely monitoring developments, and further responses from other manufacturers may emerge as the situation evolves. The post European Automakers are Beginning to Pause US Shipments, Will MINI Be Next? appeared first on MotoringFile. View the full article

In 2014, MINI Design slipped the leash. Freed from crash regs, pedestrian safety rules, and the dull thrum of real-world feasibility, they built something wild—but only in pixels. The MINI Clubman Vision Gran Turismo was not a clay model or concept on a turntable at Geneva. It was built solely for Gran Turismo 6 on PlayStation 3, a digital fever dream penned by the MINI design team during the brief moment when MINI felt like it could do anything. And so, they did. Born as part of the “Vision Gran Turismo” project—a kind of virtual concours d’elegance where top carmakers were invited to dream big for gamers—this was MINI’s turn to drop the sensible shoes and show some swagger. What would a Clubman look like if it had no rules, (and no rear seats)? Apparently, it’d be 395 horsepower of carbon-shelled, all-wheel-drive lunacy with barn doors and the stance of a touring car. In other words a no holds barred shooting-brake. MINI Design Turned Up At the time, MINI was exploring how to evolve the JCW brand and what the Clubman could become. The Clubman Vision GT was their Design Team’s unfiltered take: not what would sell, but what could inspire. It wasn’t trying to slot between a Cooper S and a Countryman. It was trying to redefine what a high performance MINI could be. Away from customer clinics and the cold hard realities of a global market that was asking for high-riding crossovers. Anders Warming, then Head of MINI Design, summed it up best: “The image of a go-kart on the road has recurring appeal.” Except this go-kart had 395 hp, a sequential 6-speed, a flat carbon underbody, and hit 0–100 km/h in 3.5 seconds. It was absurd—and kind of brilliant. This was MINI without the Cheshire-cat grin. It was angry. Broad-shouldered. The grille had flattened into a snarl, and the headlamps wore black “X” design like an old rally car preparing for battle. The look predated Porsche’s move to a similar aesthetic and one that we wish MINI would have followed. Aero work was everywhere; the venting in the hood and at the front of the fenders along with a massive front spitter Heritage, Distorted What makes the Clubman Vision GT so compelling is how it refracts MINI’s heritage through a racing lens. It’s all there: the split rear doors, the contrast roof, the bulldog stance. But it’s been distorted, like looking at a Cooper S in a speed-fueled fever dream. Those classic MINI racing touches—X-masked headlights, upright wipers, bonnet stripes—weren’t cute throwbacks. They were reimagined as functional design elements, part of a machine that looks like it could’ve eaten a Lancia Delta Integrale for breakfast. Even the paint played games with tradition. “Cyber Silver” formed the base coat—a liquid metal finish with a minty undercurrent—while bold accent stripes in Radiant Orange or Curry (yes, really) hinted at MINI’s playful DNA. A color palette seemingly chosen by someone simultaneously channeling British racing heritage and a tropical cocktail bar. While it’s a great look, we’ve actually edited it to a more straight silver and eliminated some of the graphics to bring it closer to how it might look at the road (below). And wow, what could have been. Our edited version of what might have been. The Clubman That Could’ve Been What’s striking, looking back, is how little of this raw energy made it into production. As I sit here and look out at my 2024 JCW Clubman in my driveway I certainly see elements of this car. But what’s missing is the raw emotion and that look of going fast while standing still. The Vision GT, by contrast, was a love letter to what JCW could be. It wasn’t bound by profitability forecasts or emissions targets. It was design for design’s sake. Performance not as an option package, but as a point of view. Perhaps the most interesting aspect was how the designers centered the concept in reality. According to MINI Designer Christopher Weil, the team felt “the car should match reality and be engineered in a way that it kind of makes people dream that it could be a possibility.” He went not to say, “I know we could have taken the decision to not do it in this way, but on the other hand this game is so realistic and all the guys who are driving cars in Gran Turismo 6 are car enthusiasts. They put a lot of effort in making a real racecar in that sense.” MINI, Meet Mayhem MINI’s participation in Gran Turismo wasn’t just about gamer clout. It was a chance to flex creative muscle and, frankly, remind the world that “premium small car” doesn’t have to mean “mildly quicker hatchback.” It can mean over-the-top, tail-happy lunacy. It can mean flared arches and a carbon-fiber snarl. It can mean fun that borders on violent. It was one of the first cars I remember “buying” when I got the game. Performance was great and the dynamics were definitely touring car oriented. Sadly, the MINI Clubman Vision Gran Turismo never made the jump beyond the console. No limited-run tribute. No Concept GP. Just a flash of brilliance that now lives in the collective memory of gamers and a few die-hard MINI fans who remember when the brand got weird—in the best possible way. It’s ironic, really. MINI’s boldest recent design never touched tarmac. But maybe that was the point. For one glorious moment, MINI wasn’t trying to be practical. It was trying to be cool. And it was. The post The Forgotten JCW Concept: MINI Clubman Vision Gran Turismo appeared first on MotoringFile. View the full article

The recent implementation of a 25% tariff on imported European vehicles is poised to significantly impact the pricing of MINI and BMW models in the US. While MINI or BMW have yet to formally make an announcement on how tariff’s will affect pricing, we do know a few key details. MINI’s Pricing Adjustments MINI USA has informed dealers of a limited-time price protection plan. Customers who have pre-order vehicles that are in transit before April 1st will have their current pricing honored. However, unsold vehicles arriving on or after April 2nd may experience price increases due to the new tariff. What that might look like, we have yet to hear. The tariffs are expected to apply to all MINIs, including the Oxford-built 2-Door and 4-Door MINI Coopers, as well as the German-assembled Countryman. If the 25% tariff is fully passed to consumers, prices could spike dramatically. For example, a $30,000 MINI Cooper could jump to nearly $37,500—before options, taxes, or fees. ModelCurrent MSRPMSRP with 25% TariffMINI Cooper 2 Door$28,950$36,187MINI Cooper S 2 Door$32,200$40,250MINI Cooper 4 Door$29,950$37,437MINI Cooper S 4 Door$33,200$41,500MINI Cooper Convertible$33,950$42,437MINI Cooper S Convertible$37,200$46,500MINI John Cooper Works 2 Door$38,200$47,750MINI John Cooper Works Convertible$43,700$54,625MINI Countryman S ALL4$40,075$50,093MINI Countryman John Cooper Works ALL4$48,075$60,093 Other Automakers Reactions The recent imposition of a 25% tariff on imported vehicles by the U.S. has prompted various automakers to adopt distinct strategies to mitigate its impact. Volkswagen (VW): Import Fee Implementation: VW plans to introduce an “import fee” on vehicles affected by the tariffs, effectively passing on the additional costs to consumers. Logistics Adjustments: The company has temporarily halted rail shipments from Mexico and is holding vehicles arriving from Europe at U.S. ports as it assesses the situation. Mercedes-Benz: Production Relocation Consideration: Mercedes-Benz is evaluating the possibility of shifting production of certain models to its U.S. plant in Tuscaloosa, Alabama, to circumvent the tariffs. Entry-Level Models Strategy: There were reports suggesting Mercedes might withdraw some entry-level models from the U.S. market due to the tariffs. However, the company has denied these claims, stating its commitment to continued sales growth. Hyundai: Pricing Strategy Evaluation: Hyundai has informed U.S. dealers that it is assessing its pricing strategy in light of the tariffs, indicating that current vehicle pricing may be subject to change for units wholesaled after April 2. No Immediate Price Hikes: Despite the evaluation, Hyundai’s co-CEO, Jose Munoz, stated there are no immediate plans to raise prices in the U.S. U.S. Investment Expansion: To bolster its U.S. presence and potentially mitigate tariff impacts, Hyundai announced a $21 billion investment plan, including the construction of a new $5.8 billion steel plant in Louisiana and expansion of auto manufacturing in Georgia. What To Expect Next for MINI We should hear more about MINI’s formal response perhaps next week. Until then we can only go by what dealers have been told and our best guesses. But it’s clear that MINI is in no position to eat the cost of these tariff’s. That means we will very likely see prices increase. The post How Tariffs Could Affect MINI Cooper & Countryman Prices in the US appeared first on MotoringFile. View the full article

John Cooper’s name has been stitched into the MINI story since the early ’60s, but the full picture goes well beyond badges and tuning kits. To celebrate this, MINI themselves has created a video, digging into the origin story—not just of a performance icon, but of how a small tuning outfit helped shape MINI’s identity from the ground up. Yes, John Cooper is synonymous with the original Mini, but here’s the twist: before he put his name on a car, he was busy dominating Formula 1 as one of the sport’s most influential team owners. That same racing DNA gave us the Cooper and Cooper S, and years later, the legendary R53 JCW. But how did a few bolt-on upgrades turn into an official MINI sub-brand? To answer that, we’ve got to rewind to where it all began. Now it’s our turn. Earlier this year we created this video not only telling this same story but going into details on how the JCEW sub-brand was born and turned into what we know today. The post The John Cooper Legacy: How a Formula 1 Icon Shaped the MINI Cooper & JCW appeared first on MotoringFile. View the full article

MINI USA’s Q1 2025 sales figures were always going to be a major test. With the full lineup finally available, this was the first time we’d get a clear picture of how well the new generation was performing compared to its predecessor. And the early results? Promising. MINI sold 6,976 vehicles in the U.S. in the first quarter of 2025, a 9.5% increase over the 6,369 units sold in Q1 2024. Within those numbers, there are plenty of bright spots. The MINI Cooper five-door appears to have found its footing—sales were up nearly 80% year over year. With 1,289 units sold, it posted some of the best numbers in the model’s history (dating back to its launch in 2015). Even more impressively, the Countryman saw a massive 50% jump in sales, easily surpassing the 3,000-unit mark. Missing the Manual? Not everything was rosy. The Convertible is still ramping up production. While orders are reportedly strong, deliveries only began mid-Q1, so sales are still lagging. But the most concerning figure? Sales of the iconic three-door Cooper fell by 8%. After speaking with several dealers, a common thread emerged: there’s a segment of MINI loyalists who simply aren’t interested in a hatchback that doesn’t offer a manual transmission. And the data backs that up. In 2023—the final year the manual was offered—the take rate for the JCW three-door manual was over 50%. You can do the math. The post MINI USA Q1 2025 Sales Up as New Lineup Gains Momentum appeared first on MotoringFile. View the full article