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In a strategic move reflecting its evolving market approach, MINI Australia and New Zealand are discontinuing their entry-level electric models, the Cooper E and Aceman E. This decision narrows the market’s (EV) lineup to the more upmarket Cooper SE and Aceman SE variants alongside the Countryman SE. Why? We have a few ideas. The Cooper E, equipped with a 40.7 kWh battery, delivered 135 kW (184 hp) and a range of approximately 305 kilometers (190 miles) on the WLTP cycle. Similarly, the Aceman E featured a 42.5 kWh battery, producing 135 kW and offering a WLTP range of 310 kilometers. For not a lot more money, potential buyers could have had the Cooper SE and Aceman SE. both powered by larger 54.2 kWh batteries, generating 160 kW (218 hp) and providing ranges up to 402 kilometers (250 miles) and 406 kilometers, respectively. According to sources MINI AU wasn’t seeing enough sales volume of the entry-level models to justify importing them. While we don’t have definitive information, we’d also guess that the profit margins on those “E” models also didn’t help. This shift aligns with MINI’s global strategy to focus on higher-spec electric models that meet the increasing consumer demand for superior performance and longer driving range. There’s also the reality of increasing competition in the burgeoning EV market, particularly against rivals like the Volvo EX30 and Kia EV3. To clear the remaining stock, MINI has introduced nationwide drive-away pricing, offering discounts ranging from $7,500 to $11,500 on the Cooper E Classic three-door and Aceman E Classic five-door models. The post MINI Australia and New Zealand Discontinue Entry-Level Electric Cooper E and Aceman E Models appeared first on MotoringFile. View the full article

In 2024, MINI faced a challenging year, with global sales declining by 17.1% to a total of 166,703 vehicles. This downturn was largely attributed to a comprehensive model changeover and production issues, including a recall related to braking systems. But there was one big bright spot. Despite the decline in overall sales, MINI experienced a notable bright spot: EV sales nearly doubled in the fourth quarter, with 29,698 fully electric models delivered. While MINI’s total sales were down by 7.5% in Q4, the brand appeared to be closing the gap compared to earlier quarters. In the U.S., MINI’s sales mirrored this global trend, decreasing by 21.5% to 26,299 vehicles, compared to 33,497 in 2023. This decline was anticipated, as the brand transitioned to an entirely new product lineup, including the launch of all-new MINI Countryman and Cooper models. A key success point often overlooked is the critical role MINI’s EV sales play in helping BMW meet its electric vehicle mandates in key markets. Without MINI, BMW would likely struggle to achieve these targets and might be forced to purchase regulatory credits, as other automakers do. This serves as a reminder that while MINI’s sales were down last year, the bigger picture is less negative when considering the brand’s strategic importance to the larger BMW Group. The post MINI EVs Sales Up Significanctly As Overall Sales Fall in 2024 appeared first on MotoringFile. View the full article

A couple of weeks ago we learned about MINI’s rumored decision to change course and not build its MINI Cooper and Aceman EVs in Europe. Then we confirmed that MINI has cancelled plans to build the electric J03 MINI Cooper Convertible in China with Spotlight Motors. But what does all this mean for the future of the electric MINI Cooper? Based on our information and some informed guesswork, there are four potential directions MINI could take. First, let’s take a look at where MINIs are currently made and sold. As you’ll see below, the brand is in a strong position, boasting an entirely new lineup available in most parts of the world—with one glaring exception. At present, there are no plans to offer the electric MINI Cooper (let alone the Aceman) in North America. This creates a significant gap in MINI’s product portfolio for the region. Production TimelineBMW PlatformProduction LocationEuropeAsiaNorth AmericaJ01 Cooper EV2024 – 2031J0ChinaXXJ05 Aceman EV2024 – 2031J0ChinaXXF66 Cooper ICE2024 – TBD*UKLEnglandXXXF65 Cooper 5 Door ICE2024 – TBD*UKLEnglandXXXF67 Cooper Convertible ICE2024 – TBD*UKLEnglandXXXU25 Countryman ICE2024 – TBD*FAARGermanyXXXU25 Countryman EV2024 – TBD*FAARGermanyXXX* MINI has moved from defined end of production (EOP) to TBD on several models. For 2025, we won’t see any changes to the overall product mix. However, we do expect individual markets to tweak model availability. For instance, Australia and New Zealand recently announced that they’ve canceled the entry-level Cooper E and Aceman E models. With pricing, tariffs, and competitive factors at play, expect similar adjustments over the next couple of years. Our Predictions for the Future of the MINI Cooper & Aceman EVs The long term is where things get interesting. MINI’s decision not to bring the J01 and J05 to Oxford doesn’t mean there won’t be EVs produced in the UK or elsewhere. With that in mind, here are four potential strategies MINI might pursue for the future of the MINI Cooper EV. Option 1: Heavily Revise the J01 and J05 for Global Production Building on the lessons learned from the J01 and J05, MINI could heavily revise these models to create a new Cooper and Aceman lineup sourced from non-Chinese suppliers. This approach could (theoretically) make it easier to produce these models at the Oxford plant or other BMW facilities around the globe. It might even include leveraging BMW plants in Mexico or other parts of Europe. Option 2: Partner with a European Automaker for New EVs To defray costs, MINI could collaborate with another automaker to co-engineer or source a small-car platform for the next generation of MINI EVs. This approach would reduce financial exposure for BMW while mitigating development costs. While this strategy is viable, it comes with inherent risks. MINI’s previous partnerships—such as the development of the Prince engine range—suffered from reliability issues, leading to expensive recalls and warranty claims. However, EVs present a different opportunity: their mechanical components are highly commoditized, allowing software and design to become key differentiators. This makes platform sharing a more attractive proposition. Additionally, if MINI partners with a manufacturer that produces cars in both North America and Europe, it would be a significant advantage. Option 3: Delay New Cooper & Aceman EVs Until Necessary In this scenario, MINI would hold off on developing new small EVs until legislation required it. In Europe, this would be a challenge due to increasing EV sales mandates leading up to 2035, when all new cars sold are expected to be electric. However, in North America, where there are no broad plans to ban ICE vehicles, MINI could afford to delay making a definitive decision. Option 4: Combine All of the Above It’s entirely possible that MINI could pursue a combination of the strategies outlined above. Leveraging lessons from the J01 and J05, redesigning these models, and even partnering with another manufacturer for global production could all be viable paths. Additionally, delaying the launch of new products until public acceptance and production costs are better aligned may be a smart move—provided MINI can navigate the evolving EU mandates. Which of these options appeals to you? Or is there another direction you’d like to see MINI take? Related Articles: The post What’s Next for the Electric MINI Cooper – Our predictions for 2025 & Beyond appeared first on MotoringFile. View the full article

Don’t look now, but the original new MINI—the R50 and R53—is starting to catch the eye of collectors. However, it’s not as simple as prices steadily climbing. Instead, two distinct markets are emerging, offering both collectors and MINI enthusiasts some intriguing opportunities. The R50 and R53 weren’t revolutionary in design, but they blended the classic MINI formula with a few critical BMW traits. While the new MINI was intended to be a small, economical car, its engineering was surprisingly sophisticated. It featured a suspension typically found in far more expensive vehicles: MacPherson struts up front and a multi-link rear design. Combined with outstanding chassis rigidity, this setup delivered sharp, addictive handling. The 2005 R53 MINI Cooper S with the JCW Tuning Kit The R53 Cooper S upped the ante with an Eaton M45 supercharger, adding not just more power but also a distinctive aural character. Its 163-horsepower output, short wheelbase, and responsive steering created what was, at the time, the ultimate MINI driving experience. But there’s a deeper reality that’s elevating the R53’s appeal. The further we get from the R53 era, the clearer it becomes that MINI simply can’t make a car like it again. The R53’s compact size and analog driving experience are relics of a bygone era—qualities that likely won’t be equaled in today’s increasingly digital automotive world. The R53 Cooper S Checkmate Edition The Rise of The Collectable R53 MINI Cooper S Over two decades later, the R50 and R53 are emerging as genuine collectibles. Enthusiasts are beginning to appreciate their unique place in automotive history, and prices for low-mileage, well-maintained examples are rising, signaling their status as modern classics. However, this trend isn’t universal. Due to the cars’ modest values and the often-high cost of repairs (hello, Eaton supercharger), there are still surprising deals to be had. Courtesy of Bring a Trailer Over the last six years we’ve seen the average price more than double: 2018: $8,500 2019: $9,200 2020: $10,000 2021: $12,500 2022: $15,000 2023: $16,500 2024: $17,200 On Bring a Trailer, you can find plenty of R53s priced under $10,000, with quite a few closer to $5,000. The data also highlights the staying power of the COVID-era buying spree: while prices saw their sharpest increases in 2020 and 2021, we haven’t seen a significant market correction. Instead, the upward trend has continued, albeit at a slower pace. R53 values on Bring a Trailer Why the R53 Could Be Both a Great Buy and a Bad Idea The R53 Cooper S is a joy to drive and offers great value as a low-cost sports weekend car. Its styling is backed by real engineering substance, and its driving experience is uniquely engaging—something that’s largely absent in today’s market. However, parts scarcity is becoming a real concern for R53 owners, especially for components like the Eaton supercharger, which is no longer in production and increasingly hard to find. In fact, replacement superchargers have, in some cases, become more expensive than engines over the past year. Because of this, we’d hesitate to recommend an R53 with over 75,000 miles as a daily driver. However, as a weekend warrior or a collectible sporty car, it’s hard to think of anything better for the price. Just as important as the tremendous value it offers, the R53 serves as a tangible link to an incredible chapter in MINI’s history for enthusiasts. R53 MINI Cooper S Gallery A 112570 The post Why the R53 MINI Cooper S Is Becoming Both A Collectible Icon & Disposable Used Car appeared first on MotoringFile. View the full article

The name John Cooper has been woven into the MINI story since the early 1960s, leaving an indelible mark on the brand’s DNA. But what might surprise you is that the very same John Cooper was one of Formula 1’s most successful team owners during the sport’s formative years. That legacy of innovation gave us the Cooper and Cooper S—and, decades later, the very first R53 JCW. How did those early tuning kits evolve into a fully-fledged MINI sub-brand? To answer that, we need to go back to the beginning. John Cooper in the pits John Cooper and Jack Brabham John Cooper with one of his race winning F1 cars The Cooper name originates from John Cooper, an engineering legend synonymous with the golden age of British motor racing in the 1960s. In the early 1950s, it seemed as though every young British racer jump-started their career in a car built by John Cooper. Success followed Cooper’s creations all the way to Formula 1, where his iconic and groundbreaking cars were driven by legends like Jack Brabham, Stirling Moss, Maurice Trintignant, and Bruce McLaren. Over nine thrilling years, the team achieved an impressive 16 Grand Prix victories, 11 pole positions, and 14 fastest laps. Most notably, Jack Brabham claimed consecutive World Championships in 1959 and 1960, piloting the dark green Cooper to racing immortality. During their time in Sebring, Florida, for the 1959 United States Grand Prix, Cooper crossed paths with American driver Rodger Ward. Ward, the reigning USAC National Champion and Indianapolis 500 winner, was blown away by the agility of Cooper’s small cars on the road course. Excitedly, he proposed a test at the famed Indianapolis Motor Speedway, declaring, “You’ve got to try out your car around the Oval. Indy’s waiting for you!” In the fall of 1960, Cooper brought one of their Formula One cars to the Speedway. Attracted by the legendary large Indy 500 purses, John Cooper brought Jack Brabham and a Cooper to the 1961 Indy 500. He made several modifications to the car, including increasing the engine size to 2.8 liters, tilting it to the left, and adding fuel tanks on the left side to improve weight balance for the oval’s left-hand corners. The Cooper performed well, qualifying on the fifth row and ultimately finishing ninth. Many believe that, if not for its second-rate Dunlop tires, the Cooper could have been a serious contender for the win. But in the grand scheme, it didn’t matter. The mere presence of the radically mid-engined Cooper ushered in a revolution at Indy, signaling the decline of the front-engined layout that had dominated for decades. And the rest, as they say, is history. John Cooper turned his focus to other forms of racing and eventually to tuning street cars. His most famous work? The classic Mini. Beloved by everyone from Enzo Ferrari to the Beatles, the Cooper and Cooper S were revolutionary in the 1960s and remained an enduring inspiration for the Mini brand well into the late 20th century. The Modern MINI John Cooper Works With the introduction of the new MINI in 2001, the Cooper name was reborn under the guidance of John’s son, Mike, who began developing aftermarket tuning kits for the modern MINI at the original John Cooper premises in East Preston, West Sussex. With official approval from BMW, the kits were installed at the Cooper garages and MINI dealers across the UK, Europe, and eventually North America. The kit was relatively simple making it easy to install after a customer had purchase the top of the line Cooper S. This dealer or port installed arrangement and friendly working agreement between BMW and John Cooper proved immediately successful paving the way for a much more official relationship. R50 & R53 John Cooper Works tuning Kits For most new MINI fans, the JCW name is directly connected to the tuning kits and eventually factory JCW MINIs. Let’s go back in time and take a look at those early tuning kits that helped shape the brand as we know it. Starting with the most rare, the R50 JCW Tuning Kit. 2003 R50 MINI Cooper Tuning Kit UK sales: Unknown Technical specifications Machined cylinder head Cat-back” sport exhaust system Improved-flow air filter Cover injection tube Updated ECU programming Engine cover Rear, and side vent badges Performance Data 126 bhp at 5750 rpm Peak torque is 114 ft.lbs. at 4750 rpm Higher curve than stock between 2500 and 3500 rpm. 2005 R50 MINI Cooper JCW Sound Kit UK sales: 525 Technical specification Air filter system Stainless steel sports exhaust Modified engine control unit Engine cover finished in silver with John Cooper Works emblem John Cooper Works badges John Cooper Works certificate of authenticity Performance Data No performance improvements 2003-04 R53 Cooper S – John Cooper Works 200 hp Tuning Kit UK sales: 1197 Technical Specification Complete John Cooper Works air filter system Modified cylinder head including valve drive and gaskets Sport rear silencer in stainless steel Modified supercharger Injection nozzles with increased throughput High power spark plugs Modified engine control unit John Cooper Works badges Engine cover finished in silver, including a John Cooper Works emblem John Cooper Works certificate of authenticity Performance data 200 hp 245 Nm peak torque at 4,500 rpm 143 mph top speed 0-62 mph in 6.6 seconds 2004-06 R53 Cooper S – John Cooper Works Tuning 210 hp Tuning Kit UK sales: 1209 B172S6B9 Technical specification Same as the 2003-04 John Cooper Works 200hp Tuning Kit for MINI Cooper S, but with: JCW upgrade kit to increase power output JCW air filter system Injection nozzles with increased throughput Modified engine control unit Performance data 210 hp 245 Nm peak torque at 4,500 rpm 143 mph top speed 0-62 mph in 6.6 seconds 2006 R53 MINI Cooper S John Cooper Works GP UK sales: 454 (Limited production of 2,000 models for worldwide sale) Technical specification Limited Slip Differential ASC+T EBD DSC as a no-cost option Rear seat bench removed to accommodate a polished reinforcement tube connecting the spring strut domes on the rear axle 16-inch John Cooper Works disc brakes Thunder Blue/Pure Silver paintwork with red caps on the exterior mirrors Adapted air filter Modified outlet ducts Modified injection nozzles and spark plugs Sports exhaust system with chrome finish tailpipes Modified engine control unit 18 inch light alloy wheels with low profile tyres John Cooper Works GP Aerodynamic Kit Recaro leather seats in Panther Black (not available in the US) Bose audio system with CD player John Cooper Works GP badges Our first road test of the 2006 JCW GP Performance data 1.6 litre supercharged engine 218hp 250 Nm peak torque at 4,600 rpm 149 mph top speed 0-62 mph in 6.5 seconds BMW Buys the John Cooper Works Brand In December 2006 BMW Group acquired the rights from Mike to the John Cooper Works Brand. Early in 2007, this transaction became effective and gave BMW Group the opportunity to develop this sub-brand and its products in-house. This meant all future JCW products were to be developed in-house at BMW with much more elaborate engineering, design and testing capabilities. Post sale Mike Cooper remained as a consultant on the BMW Group’s John Cooper Works brand strategy. Mike carried on and was involved in the design and production of the after-sales tuning kits available for the R56 MINI Cooper S. For several years Mike Cooper’s Cooper Car Company developed and supplied car accessories for various other corporate clients. The Cooper Car Company supplied BMW AG with hardware components for the R56 MINI Hatch after-sales tuning kit as well as sports air filters and sports exhausts for the BMW 3 Series. These parts bore the name John Cooper Works or BMW Performance respectively. The J01 MINI Cooper S with the JCW Trim. Visually identical to the forthcoming 2025 J01 MINI Cooper JCW John Cooper Works Evolves Fast forward today and Mike’s son Charlie has become a brand ambassador and official MINI race car driver competing in MINI JCW at the Nurburgring 24 Hours among several races. Given Charlie’s expertise on the track and connection to the brand, we’d be surprised if he didn’t provide input into the brand’s direction behind the scenes. Today the brand is completely integrated into MINI with engineers and designers in Munich working on future JCW products daily. The development is all done in house and most production is integrated directly into MINI factories. In 2025 MINI will be releasing its first ever all electric JCW production with the J01 MINI Cooper JCW. That move foreshadows the JCW sub-brand moving to all electric by 2030. Conclusions – The R50 and R53 JCW Tuning Kits Unique in their Own Time, Even More Today It’s amazing to look back at all this data with almost 20 years since the first tuning kits were released. Yes MINIs have gotten faster with more power and torque thanks to higher performance turbocharged engines. But no MINI since the R53 ceased production can quite match the driving experience of those early JCW products. The immediacy and old-school design and engineering mentality of the original R50 and R53 JCW Tuning Kits simply doesn’t exist in the automotive circa 2024. We love modern the JCW products. They can do things the R50 and R53 JCW Tuning kits could never match. But there’s no question that there’s an experience that they just can’t quite match. Perhaps electrification will add some of that back with better weight distribution and even higher performance. Or perhaps those early JCWs were truly that special. Gallery: 2002-2006 MINI John Cooper Works Tuning Kits B172S12B3 B172S12B1 B172S6B9 A 112570 The 2013 R56 JCW GP, the 2019 F56 JCW GP and the original 2006 R53 JCW GP The post The John Cooper Works Origin Story & A Look at the First JCW MINIs appeared first on MotoringFile. View the full article

Yesterday, we introduced BMW’s radical new iDrive with its Panoramic Display—a significant departure from previous designs that reshapes how drivers interact with in-car technology. During our time with a prototype, we were impressed by how intuitive the system felt, significantly reducing distractions compared to BMW’s current large-screen approach. But what does this mean for MINI? Despite their stylistic differences, BMW and MINI now share the same underlying tech for digital interfaces. This raises the question—will MINI adopt its own version of BMW’s groundbreaking iDrive and Panoramic Display? While we don’t have official confirmation, we can make some educated guesses. As highlighted in the video above, BMW’s iDrive X system, featuring the Panoramic Vision display, is poised to redefine the in-car experience by projecting key information directly onto the windshield for the first time. Having tested it, we can confirm—it’s a game changer. The ability to view essential vehicle functions in the driver’s line of sight not only enhances convenience but also reduces the need for multiple screens, creating a more relaxed and streamlined cabin. What This Means for MINI First and foremost, sources indicate that MINI has no plans to abandon its signature circular OLED display. While the software isn’t as fast or bug-free as we’d like, it represents a huge leap forward from MINI’s previous systems—and continues to improve with updates. It’s also a unique feature in the automotive world that aligns well with MINI’s brand identity. That said, MINI could potentially incorporate BMW’s Panoramic Display as part of its evolving digital experience. Interestingly, BMW’s move to eliminate the traditional gauge cluster echoes what MINI has already implemented in current models. Our interpretation of how MINI might integrate iDriveX’s Panoramic Display However, based on our information, MINI is unlikely to overhaul its in-car digital setup anytime soon. While the Panoramic Display could be introduced in a future model update (potentially as part of a Life Cycle Impulse, or LCI), significant dashboard redesigns would be necessary to accommodate the system. This would involve lowering the dash to avoid obstructing the driver’s view—no small feat in terms of engineering and cost. Instead, MINI is expected to focus on refining its Cooper and Countryman models. Look for enhancements in interior materials, exterior design tweaks, and the addition of standard features like paddle shifters on more models. We also anticipate drivetrain improvements to address concerns around transmission responsiveness. In the long term, MINI will likely embrace a Panoramic Display-style interface in future generations. After experiencing BMW’s version, we’re convinced it will be a hit, and MINI will want to capitalize on this technology when the timing aligns with its development cycles. A Closer Look at BMW’s iDrive X At the heart of iDrive X is the Panoramic Vision display—a full-width, 3D head-up display (HUD) projecting crucial information like speed, navigation, and vehicle status directly onto the windshield. This minimizes the need for drivers to look away from the road. Importantly, the display remains visible from multiple angles, allowing passengers to engage with the information as well. Supporting the HUD is a redesigned central infotainment screen, featuring a customizable interface that lets users arrange apps and widgets to suit their preferences. Additionally, the system integrates with social media and other digital platforms, creating a more connected experience. The steering wheel has also been revamped, incorporating haptic feedback buttons that provide tactile responses. This enables drivers to operate key functions without looking down, reinforcing BMW’s “eyes on the road, hands on the wheel” philosophy. Powering iDrive X is BMW’s next-generation operating system, driven by advanced AI that adapts to individual driving habits. The system learns user preferences, suggesting modes and settings based on past behavior. For instance, if a driver frequently switches to Sport mode on a particular stretch of road, the system will prompt this option when it detects the route. BMW’s iDrive X with Panoramic Vision marks a significant leap in automotive technology. By blending expansive displays, intuitive controls, and adaptive AI, it enhances safety, personalization, and connectivity. As this technology becomes standard in BMW’s lineup, it sets a new benchmark—one that MINI will likely follow when the time is right. The post Will BMW’s Radical iDriveX Come to MINIs? appeared first on MotoringFile. View the full article

Today BMW is taking the wraps off our first glimpse of its in-car future – and it’s panoramic. The reveal of iDrive X and its stunning Panoramic Vision signals more than just an upgrade. It’s a revolution in how drivers will engage with their BMWs in the years ahead and we’ve had a chance to go hands-on. And if history is our guide, we’ll eventually see it in MINIs as well. BMW invited BimmerFile to one of its secret bunkers to showcase a massive version of the new iDrive X and Panoramic Vision. We then had the chance to go hands-on with it through a virtual reality experience, sitting inside a Neue Klasse interior buck. Here’s what we found. Set to debut in the upcoming Neue Klasse models, iDrive X will reshape the in-car experience by making it safer, more personal and much more powerful. BMW has long defined the benchmark for automotive infotainment, and iDrive X continues that legacy by blending cutting-edge technology with driver-focused simplicity. At the core of this system lies BMW Panoramic Vision – an expansive display that stretches across the lower portion of the windscreen, from A-pillar to A-pillar. Imagine critical driving data, navigation cues, and personalized widgets seamlessly projected just below your line of sight. For the driver, this means eyes stay locked on the road, while passengers share in the experience. What’s even more interesting is that the Panoramic Vision isn’t embedded in the windshield but is instead powered by four high-definition, short-throw projectors. This means the windshield simply features an opaque black band onto which content is projected. And before you worry about it obscuring the driver’s field of view, BMW has thought of that too. They’ve lowered the dash where it meets the cowl to align with the bottom of the windshield, mirroring the design of current BMW models. In left-hand-drive models, essential driving information appears directly above the steering wheel, creating a 3D effect that makes the interface feel alive. What’s more, drivers can swipe widgets from the central display directly onto the Panoramic Vision – a subtle but transformative feature that dissolves the boundaries between screens. It’s not just an evolution of head-up displays – it’s a reinvention of the cockpit itself. And for those craving even more immersion, BMW’s optional 3D Head-Up Display (HUD) adds layers of depth and visual feedback. Navigation arrows, driver-assistance prompts, and contextual data hover in your field of vision, giving you all the information you need without pulling attention from the road. The Backbone: Operating System X Underpinning all of this is BMW Operating System X, a powerhouse of in-house development based on Android Open Source Project (AOSP) technology. This system isn’t just faster – it’s future-proof. With over-the-air updates and upgrade capabilities, BMW ensures that vehicles equipped with iDrive X will stay at the forefront of technology for years to come. “High tech meets highly intuitive operation,” says Frank Weber, BMW’s Head of Development. The goal? Make digital interfaces feel second nature – as simple as turning a dial but with the potential of a smartphone. Operating System X achieves this by combining voice recognition, touchscreen functionality, and steering wheel controls into one seamless ecosystem. The Four Pillars of iDrive X BMW’s new interface is defined by four core components: 1. BMW Panoramic Vision – A sweeping display providing drivers with essential data at a glance, ensuring focus never wavers. 2. 3D Head-Up Display – Projects advanced driving information directly into the driver’s line of sight. 3. Central Display – A tactile, high-resolution touchscreen placed strategically for quick access and ergonomic ease. 4. Multifunction Steering Wheel – Featuring BMW’s signature “shy tech” buttons that offer haptic feedback, allowing drivers to interact intuitively without ever taking their hands off the wheel. This convergence of physical and digital controls embodies BMW’s mantra – “hands on the wheel, eyes on the road.” Core driving functions remain analog, but infotainment, navigation, and personalization now live in the realm of digital sophistication. Tailored for the Driver Customization sits at the heart of iDrive X. Drivers can arrange widgets, personalize ambient lighting, and even upload images as display backgrounds. Through My Modes, they can fine-tune the vehicle’s steering response, throttle sensitivity, and overall driving characteristics to match their mood or the road ahead. But it’s the BMW Intelligent Personal Assistant that brings the experience to life. Enhanced with A.I. and large language models (LLMs), it processes complex, natural language commands. A simple request like “Find me a charging station near a coffee shop” triggers a sequence of intelligent, real-time results. The assistant doesn’t just respond – it anticipates, learning from the driver’s habits to offer timely suggestions and reminders. This degree of personalization transforms the vehicle into an extension of the driver’s preferences and lifestyle. BMW isn’t just selling a car; they’re offering a canvas for individual expression. As we explored in my earlier review of BMW’s Panoramic Vision on BimmerFile, this technology redefines the driver’s relationship with the machine. At the time, I was struck by the seamlessness of the system – how it felt natural, unobtrusive, yet deeply integrated into the act of driving. Experiencing the production brings it to life with all of the functionality that you’d expect. Look for iDrive X to make its way to every new model in BMW’s portfolio starting late this year. iDrive X Gallery The post Video Hands-on With BMW iDrive X & its Panoramic Vision appeared first on MotoringFile. View the full article

MINI USA’s 2024 sales performance reflects a year of significant transition, with overall sales declining 21.5% year-to-date (YTD) as the brand underwent a major model changeover. This shift, driven by the introduction of new Cooper and Countryman models, naturally impacted availability and sales of outgoing models. While the overall numbers show a downturn, the data reveals some bright spots, particularly for specific models like the Countryman. The Numbers Behind the Change Throughout 2024, MINI USA experienced a notable dip in sales. This was expected, as the shift to a completely refreshed product portfolio led to lower inventory levels and limited availability of outgoing models. A major recall in Q3 didn’t help either. In the first quarter, sales fell sharply, signaling the start of the model changeover process. By mid-year, the trend continued, with Q2 results showing further declines as production lines shifted focus to preparing the new lineup. However, by Q3, signs of recovery began to emerge as the first shipments of the all-new MINI Cooper S and MINI Countryman models arrived in dealerships. Despite lingering supply constraints, there was interest in the new models with a few notable bright-spots in the data. Overall Sales Performance For Q4 2024, MINI sold 8,748 vehicles, marking an 18.0% decline compared to 10,728 in Q4 2023. YTD, sales totaled 26,299 units, down from 33,497 in 2023. Despite the overall dip, the numbers reflect a brand in transition, with new models beginning to arrive in the latter half of the year. Winners and Losers: Model Breakdown Sales Declines: Cooper Hardtop 2-Door – Sales dropped 3.7% YTD to 8,445 units (from 8,766 in 2023). The fourth quarter saw a sharper decline of 16.2%, indicating slower momentum for this staple model during the changeover. We can’t help but wonder if MINI’s softening of this model (no shift paddles, visible exhaust or a manual transmission) were part of this downward trend in Q4. This may be an model MINI might want to refresh sooner rather than later. Convertible – No surprise here—the convertible saw the most dramatic drop, plunging 58.6% YTD, with 2,208 units sold compared to 5,331 in 2023. This decline is simply due to the fact that production didn’t resume until November 2024. However, according to MINI USA, pre-orders for the new F67 models are already exceeding expectations. Clubman – Like the convertible, this shouldn’t be a surprise given production ended in January of last year, Clubman sales declined 71.4% YTD, with 783 units sold compared to 2,735 the year prior. However here’s to the lucky 12 buyers who found new Clubman models on the lots in Q4. We may be biased, but it remains the best large MINI ever sold by the brand. Sales Increases: Cooper Hardtop 4-Door – Bucking the overall downward trend, this model saw a 68.0% increase in Q4 sales, rising to 1,677 units from 998 the previous year. However, YTD sales still reflect a 22.4% decline, with 3,216 units sold compared to 4,143 in 2023. The Q4 surge suggests that the newer generation models are gaining traction as inventory stabilizes. Countryman – The standout performer in MINI’s lineup, the Countryman posted an 11.0% increase in Q4, rising from 4,299 to 4,771 units. While YTD sales are down 7.0% (from 12,522 to 11,647), the Q4 growth highlights the strong demand for the all-new Countryman as it begins to roll out across dealerships. A Strategic Shift Based on what we see in data and hear from dealers, the sales slowdown in 2024 was not an indication of waning interest in the brand but rather a strategic move by MINI to overhaul its offerings. With the arrival of these new models, MINI USA expects sales to rebound significantly in 2025. Dealerships are reporting strong pre-orders and heightened interest in the latest offerings, indicating that the demand for MINI’s unique blend of style and performance remains strong. Additionally, MINI’s continued push toward electrification and innovative technology is likely to attract new customers and retain loyal fans. The year of transition has positioned MINI for long-term success, with a more competitive and refreshed lineup that better aligns with evolving consumer preferences. As production ramps up and availability increases, MINI is set to regain momentum and build on its reputation as a leader in the premium small car segment. MINI vs. BMW Performance & Why The BMW X7 is MINI’s Best Friend Interestingly, while MINI’s sales faced a decline, BMW sales in the U.S. totaled 117,506 vehicles, an 8.9% increase from the 107,881 vehicles sold in the fourth quarter of 2023. For the full year 2024, BMW sales increased by 2.5% to total sales of 371,346 vehicles compared to the 362,244 vehicles sold in 2023. This represents the second consecutive year that BMW has set a new sales record in the U.S. However, digging into BMW’s model lineup reveals an interesting data point—the X7, reportedly one of the most profitable cars in BMW’s portfolio, outsold the entire MINI brand on its own. While this might seem like a negative reflection on MINI, it’s actually a positive for the brand. The X7’s profitability helps insulate parts of the BMW Group, like MINI, that are experiencing a downturn, giving them the time and resources needed to regain momentum with new models. And when the cycle shifts (as it has in the past), MINI can return the favor. Looking Ahead at 2025 The sales decline in 2024 reflects a necessary step in MINI’s evolution as it phases out older models and introduces a refreshed, more competitive portfolio. The Countryman, in particular, is poised for a big year in 2025 with both fully electric and petrol-powered variants. That said, MINI will need to address certain criticisms of the new models. Some adjustments are already in motion, including greater flexibility with options, colors, and trims. However, other changes—such as shift paddles and potentially even the return of the manual transmission in Cooper models—may take longer to implement. The post MINI USA 2024 Sales: A Down Year with Bright Spots on the Horizon appeared first on MotoringFile. View the full article

When the new (F66) 2025 MINI Cooper JCW debuted earlier this year, it surprised MINI enthusiasts by shifting from a dual exhaust layout to what appeared to be a single, large outlet. However, that was only part of the story—something had been hiding in plain sight all along. The single-pipe layout aligns with MINI’s new minimalist design language and reflects the brand’s focus on greater efficiency. It also mirrors JCW race cars, bringing the production model closer to what we’ve seen at the Nürburgring and other tracks around the world. But there’s more beneath the surface. Upon closer inspection of the images, you can clearly spot a second exhaust pipe just to the left of the center outlet. This design closely resembles the standard MINI Cooper S exhaust, where the second pipe is discreetly tucked behind the rear valance. Why the 2025 MINI Cooper JCW Has a Hidden Second Exhaust According to our sources, the second exhaust was an engineering necessity. It’s important to remember that the new F66 JCW carries over its engine—and full drivetrain—from the previous F56 model, including the exhaust system. Since MINI didn’t re-engineer the system, two exhaust outlets were still required to ensure the proper level of back pressure. Simply put, this was the solution engineers devised to allow MINI’s designers to create the appearance of a single, large central exhaust. From what we understand, performance remains unchanged, and the exhaust functions identically to the system found in the previous F56 MINI Cooper JCW. The previous F56 Cooper S Exhaust design shows that the “dual exhaust” is nothing more than two small pipes from a single exhaust. If you look at the schematics of the F56 JCW exhaust, the layout is conceptually similar, with two outlet pipes extending toward the rear. The F66 JCW retains this setup but relocates one of the pipes to the left side of the muffler, concealing it. What do you think? Should MINI have pursued this direction, matching its race cars and simplifying the design? Or do you prefer the classic dual-pipe look? Let us know in the comments below. The post 2025 MINI Cooper JCW Is Hiding an Extra Exhaust Pipe appeared first on MotoringFile. View the full article

As MINI plots its future, it’s worth stepping back to one of the most transformative eras in the brand’s history—the 1990s. This was a defining decade when BMW found itself at a crossroads, charged with reimagining the Mini brand and shaping the next chapter for the iconic Cooper. Two teams were tasked with envisioning that future, but their ideas for what a new MINI should be couldn’t have been more different. The resulting concepts were bold, radical, and at times, felt like wild experiments for the brand. In the end, only one vision would prevail—while the others faded into obscurity. This is the story of how MINI’s future was shaped by a battle of ideas. As part of our look back at the R50 and read news of a shift in MINI”s future product strategy, it feels like the perfect time to revisit an era when the brand’s future was being imagined from the ground up. One of the original MINI design proposals – the “Spiritual” led by Oliver Le Grice The idea of a modern MINI had been floating around since the late ’60s. However, the Mini’s appeal, subsequent sales success, and corporate inertia kept it in production for two decades longer than originally anticipated. Despite this, the various government-backed companies that manufactured the Mini over the years struggled to achieve business success. In fact, British Leyland, Rover, and others attempted to discontinue the Mini more than once—first to avoid converting the engine to run on unleaded fuel, and later to sidestep increasing safety requirements. Yet, public opinion in England was fiercely opposed. So, when BMW acquired Rover and the Mini, there was significant hope for the brand’s future. What followed can only be described as organized chaos, as two design studios—working independently—began crafting their own visions for what the future Mini should become. Here’s an excerpt from an account of this time period from Julian Rendell (taken from an article originally published in Autocar) that gives us a good overview of the design process and environment of the time: Two Teams with Two Visions for MINI Initially Norbert Reithofer, BMW CEO’s assurances Rover that they would take the lead in developing the R59 (as it was known in its early stages). But what they didn’t know is that designers in Germany were already quietly crafting their own styling proposals for the new car. What initially seemed like a shared vision between BMW and Rover soon revealed itself to be anything but. The Munich and UK teams had starkly different ideas about what the future Mini should look like. Unsurprisingly, Rover aimed to create a car that captured the same radical spirit as the original Issigonis Mini. David Saddington, newly appointed as MG and Mini design director after a string of recent successes, was eager to continue that legacy. With Issigonis in mind, Saddington’s team set to work designing a radical compact, 10-foot-long four-seater that stayed true to the Mini’s minimalist roots but rethought everything in the process. When Saddington handed the task of designing the car to David Woodhouse and Oliver Le Grice in 1993, they were understandably thrilled. But excitement aside, they knew the challenge ahead was formidable. The new Mini had to carve out a clear identity—it could be an economy car, a performance car, or a fashion icon. In their view, trying to be all three simply wasn’t an option. One of three original MINI proposals lead by Roy Axe BMW’s Approach to the Future of MINI BMW, under the direction of Chris Bangle had very different ideas. With teams in Munich and BMW’s California design studios working on competing proposals, Bangle laid down his edict; “we thought it unfair to put the new Mini in the shadow of the old one”, which meant that his idea of a replacement would not be a 10-feet long cube, but a car that paid merely lip service to the original. Critically BMW Board member Wolfgang Reitzle of the BMW Board agreed. The fundamental divide between the two teams shaping the new Mini came down to philosophy. BMW believed in evolution, while the Rover teams were brimming with bold, revolutionary ideas. From BMW’s perspective, the new MINI should follow the same design ethos as Porsche—crafted through a process of careful, incremental evolution. Much like how the 911 reflects decades of refinement while still nodding to its origins, BMW envisioned a MINI that felt like a natural progression rather than a radical departure. Crucially, BMW also made one thing clear: they wanted a small sports car, not a nod to the original Mini’s economy car roots. For them, nostalgia was fine, but performance and prestige mattered more. Rover’s MINI Spiritual 2 Concept – a radical mid-engine economy car Which is precisely what the teams at Rover were aiming for. Now let’s pick-up the story as told by Julian Rendell in Autocar. 1995 was the crunch year for project R59 and in the summer of that year during a management ride and drive appraisal of the opposition, Rover showed their idea for the new Mini. Technically, it followed the predictable (and some would say correct) path of a K-Series engine, subframes and Hydragas suspension, but BMW in Munich were cooking up an alternative, which comprised of a Z-axle at the rear and McPherson struts up front. As the year wore on and both teams continued development of their own versions of the Mini, it was becoming obvious that very soon BMW would have to ditch one of the design offices’ ideas and put their full weight behind the other. The date, where this decision would be made was the 15th October 1995, when Rover and BMW designers met up at the Heritage Motor Centre to present their rival full-scale proposals. Rover brought three cars to the shootout, it is unrecorded how many BMW brought along, although it is thought to have been between three and six. The original MINI Cooper R50 concept. Development on some of the Rover concepts had taken place independent of BMW which had created what would eventually become the E50 and then the R50 – the new MINI. Here’s another excerpt, this time from Graham Robson’s “New MINI” book, that gives us a slightly different angle of this time period: “Even as early as 1994, designers on both sides of the channel dusted off their sketches of Mini-sized cars and started turning them into models, both scale and full size. Though neither knew that the other was running rival projects, Fave Saddington looked after MINI work at Gaydon, while Frank Stephenson (an American citizen with much experience at GM and Ford before he joined BMW in 1991) forged ahead in Munich. Even so, it was not until an absolutely seminal date – Tuesday, 17 October 1995 – that the two teams faced each other, when their respective offerings were shown to BMW’s directors at a presentation and viewing at a top-secret meeting in the BMIHT Heritage Centre at Gaydon. Knowing that the integrity of the MINI brand had to be preserved at all costs, both teams – British and German – had thought in terms of evolution. After 1959 the Mini, as a style, had not advanced at all, so several ‘might have been’ re-generations had never taken place. Both teams, therefore, tried to think along the same lines. What might have happened, how might it have happened, and what should a forth or fifth generation Mini look like? The MINI Spiritual 2 Concept The two concepts that came out of the Rover side of the design team were the Spiritual and the Spiritual2 (seen here in dark blue). The two Spiritual concepts were much more a radical departure from the design that eventually won out. They tried to be as revolutionary in the 90’s as the Mini was in late 50’s. Designers tried to envision a future of more cars, more people, less space and more expensive fuel. In a sense they tried to push the same set of circumstances that led to the original Mini a bit further. In one of the more radical departures in terms of original Mini design the Spiritual was to have a flat three cylinder located under the rear seats driving the rear wheels. Rover’s press release at the time called the Spiritual 2 “a full four-seat family car achieved in a package of just 3.1 metres [10 feet, the same as the original Mini and much shorter than the MINI]”, Interestingly even the press release that accompanied the prototypes at the time of release mentioned that they were never really meant to be the “new Mini”. They were meant to simply be “a free-thinking approach to the long-term challenges of a future generation.” Of course now we know that they were indeed proposals for the next Mini. In fact the Rover design team left that October 17th meeting with relatively high hopes that their design was to be chosen. Here’s another excerpt from Robson’s book: “Leaving the meeting with the impression that their offerings had been preferred over the massed ranks of MINI (BMW) offerings, they were soon cast down when it became clear that BMW’s designers thought that they, too, had been chosen to take their own projects a stage further. This meant, effectively, that the British designers then wasted much of the winter of 1995/1996 working on further refinements of the Spiritual concept. When Rover Group’s marketing staff realized that control of this project was slipping away from them, they were so distressed that they worked up, and issues, an internal document criticizing what the Munich studios were offering instead. The German E50, they suggested, had been styled first, and packaged second, was not thought to be an ‘Issignois way’ of doing things, was thought to be ‘only better than average’, and that it” doesn’t truly shock with innovation”. This of course is truly fascinating considering how successful the new MINI has become. While BMW may have designed the MINI backwards (shape first, engineering second) they did an amazing job with the execution of the final car. No one can argue with the success the new MINI has found in the last 3-4 years. BMW’s Own Radical MINI Concept: The ACV 30 ACV 30 was created by the BMW design team and was presented as one of the five ideas at that fateful autumn meeting in 1995. It traded much of the Mini’s functionality for a more aggressive, rally inspired look. In other words a small sports car. Obviously the market for such a vehicle probably wouldn’t have sustained its sales for very long. But it’s an interesting knowing how that concept could have evolved further. It’s also worth noting that who the creator of the ACV 30 was – Adrian Van Hooydonk. Adrian would go on to become head of BMW Design and eventually all BMW Group Design in 2009. In other words all modern MINIs from the F56 forward were done under the watchful eye of Van Hooydonk. The interior of the ACV 30 The ACV 30 was a fully drivable prototype and debuted at the 1997 Monte Carlo Rally. However BMW was keen to let everyone know that this was not the new MINI but simply a concept or “Vision” car as BMW would call it. However a peek at the real new MINI was coming later that fall with our first glimpse of the now famous R50 MINI Cooper. Looking at the ACV 30 and what would become the eventual new MINI, one can’t help but get the feeling that great minds think alike. The interior design clearly became a point of inspiration for the R50 and all MINI’s to follow. When viewed with the benefit of time, each concept proved to be interesting and some truly ground-breading. The Spiritual concepts in particular represent a fascinating vision of the future for Mini. However, I think it’s fair to say the right car won. When the R50 debuted at the Paris Motor Show in 2000 it was global smash hit. And we all know what happened from there Note: Much more early “new” Mini information can be found in Graham Robson’s book “The New MINI” on Amazon. The post The Secret War That Shaped the MINI Cooper’s Future appeared first on MotoringFile. View the full article

It’s hard to believe, but the R50 MINI made its grand entrance at the 2000 Paris Motor Show nearly 20 years ago. Enthusiasts were smitten from the start, but what did the motoring press think back then? Let’s rewind to the initial reviews and see how journalists reacted to BMW’s bold reinterpretation of the classic MINI. When the covers came off, excitement wasn’t in short supply. The buzz around the concept had already primed the public, but seeing the production car in the flesh took things to another level. And while fans flocked to MINI showrooms, the real turning point came when the automotive press took the R50 for a spin. Spoiler alert – they loved it. The blend of retro charm, go-kart handling, and BMW engineering wasn’t just a crowd-pleaser; it reset expectations for small cars. Today, three generations later, that original R50 still holds a special place in MINI lore – and for good reason. We particularly enjoy a young Richard Hammond gushing over the then all new MINI. Then there’s the Detroit Motor Show debut where everyone asked the question – will the MINI sell in America? Here we see a young Frank Stephenson talking about what turned out to be his most iconic design. And then there’s the old Top Gear and everyone’s favorite Tiff testing the R50. And now for fun, more Richard Hammond. The post Revisiting the R50’s Debut: How the Press Fell for the New MINI appeared first on MotoringFile. View the full article

The past year wasn’t just a big one for MINI — it was the biggest year ever for MotoringFile. Which begs the question: what were the highlights? And, maybe more importantly, what were our favorite MINIs of the year? After reviewing our notes, we have some answers. Our Favorite Drives As we look back at our reviews, there were three drives that stood out as absolutely epic. The first was our initial drive in the electric MINI Countryman SE on the Portugal coast. Then there was the MINI Countryman JCW through the mountain roads of Montana. Finally F66 MINI Cooper w/JCW Trim in the Kettle Moraine region of Wisconsin was surprisingly epic. Our Favorite Cars We’re going to take the easy way out and name two (in no particular order). 2024 MINI Clubman JCW The first one you can’t buy anymore—sorry about that. It’s the 2024 MINI Clubman JCW, which we took delivery of this March. We’ve written about it several times this year, and after 9,000 miles, everything still holds up. This is the best, most versatile car MINI has ever made. It carries nearly as much as the F60 Countryman yet drives much more like a true MINI. It helps that we added underbody bracing, a thicker sway bar, and lowered it—shrinking its size in effect by creating quicker turn-in and more feedback through the wheel. It’s been an ideal daily driver for both city and highway use, consistently exceeding our high expectations. 2025 MINI Cooper S JCW Trim If you’re in the US, you won’t like our second car either. It’s the F66 MINI Cooper S with JCW Trim that isn’t available in the US. If it is available in your region and you’re interested in an F66, you’ll want it with the JCW Style. It’s hands-down the best choice for an enthusiast driver unless you want to opt for the full JCW model (which wasn’t available in 2024). It adds elements to the Cooper S that not only enhance its look but also subtly improve the driving experience. It’s a surprisingly worthwhile addition to any MINI Cooper S, making it the pick of the range. With the one major caveat of course – the full JCW is now available and takes all of what the JCW Trim offers up a notch with more power, better brakes and more aggressive suspension. MotoringFile’s 2024 Review Recap The post The Best MINIs and Drives of 2024 – Our Top Picks appeared first on MotoringFile. View the full article

Electric vehicles (EVs) are often hailed as the future of motoring, but how well do they fare during winter road trips? In our latest video, we take the 2025 Electric MINI Countryman SE on an extended journey to test the practicality of MINI’s newest electric crossover. Can it handle long distances, public charging stations, and icy conditions without leaving us stranded? The video delves into the experience of road-tripping with the electric Countryman SE. We cover first impressions—how the Countryman SE feels from the driver’s seat and how its electric powertrain performs in real-world conditions. Of course, no road trip is without its hiccups, and the Countryman SE isn’t immune. We highlight some quirks of MINI’s new OS9 infotainment system and the sluggish start-up routine, which felt unusual compared to other Countryman models we’ve tested. This may be due to the nature of this particular car being a fleet vehicle. We also put the Countryman SE’s high-speed charging to the test and explore how it fits into the road trip experience. Fortunately, the high-speed charging worked well—because our home charger didn’t quite meet expectations. Despite a few challenges, we loved the experience and found the Countryman SE to be the most comfortable and quiet MINI we’ve ever driven. Considering the needs of most Countryman owners, we can’t help but think the electric model we tested could be the ideal choice for many. A Closer Look at the 2025 MINI Countryman SE The 2025 MINI Countryman SE represents a significant step forward for the brand as it expands its electric lineup. The new SE builds upon the success of the Cooper SE hatch but with greater practicality and range – two crucial factors for crossover buyers. The Countryman SE boasts a dual-motor setup, offering all-wheel drive and up to 313 horsepower. This powertrain allows for a 0-60 mph time of just 5.6 seconds, making it the most powerful Countryman to date. Range is always a sticking point for EVs, and the Countryman SE has MINI’s longest range to date. In our experience we’ve seen the range span from around 185 miles in the below freezing temps up to 235+ in summer temperatures. Fast-charging capabilities up to 150 kW allow the battery to go from 10% to 80% in just 30 minutes at DC fast chargers. The new MINI Countryman’s design attempts to retain the charm and quirkiness that the brand is known for while integrating sleeker, more modern aesthetics. The exterior features larger proportions compared to the outgoing Countryman, resulting in more interior space for passengers and cargo. Inside, the circular OLED display remains a centerpiece, housing MINI’s new OS9 infotainment system – though, as our video shows, the software might still need some fine-tuning to match the vehicle’s otherwise premium feel. Ultimately, this video serves as a real-world case study for those considering the switch to electric. The Countryman SE is fun to drive, packed with MINI personality, and capable of handling the winter road-trip. But as with any EV, preparation is key. If you’re thinking of making the leap, our journey offers a valuable glimpse into the highs and lows of life with an electric MINI. MINI Countryman SE – Roadtrip Gallery The post Road Tripping the 2025 Electric MINI Countryman SE: A Real-World Winter Test appeared first on MotoringFile. View the full article

In a move that’s sure to disappoint open-air MINI enthusiasts, we’ve confirmed that MINI has scrapped plans for its much-anticipated electric convertible, the J03 Cooper. This decision is yet another sign of a broader strategic shift within MINI and its parent company, BMW Group. But it may just be a smart one. The End of the Road for the J03 First reported by our friends at BMW Blog and independently corroborated by one of our sources, the J03 appears to be a casualty of MINI’s re-alignment of its EV strategy. The J03 electric convertible was expected to launch by 2027, riding on the coattails of the J01 electric hardtop and part of MINI’s next-generation lineup. Production was slated for the Oxford plant in the UK, with additional output planned in China. In fact it had even been tipped to make it to the US. However, according to two of our sources, those plans have been shelved as part of a wider reassessment of MINI’s EV strategy. This decision is tied to BMW Group’s move to halt production plans for the J01 Cooper and the upcoming Aceman (J05) at the Oxford facility. As we covered previously, this significant shift put the future of electric MINI production in the UK into question. The J03’s cancellation yet another domino falling in BMW’s broader effort to recalibrate its small EV offerings in the face of mounting economic and competitive pressures. However we’re not so sure it’s the wrong move given EV sales and the complex economic global situation. Why MINI Pulled the Plug There are several factors at play behind MINI’s decision to axe the J03: Market Pressures – The rapid growth of Chinese automakers, particularly companies like BYD, has intensified competition in the small EV space. These manufacturers are producing cost-effective, technologically advanced electric vehicles that are undercutting European brands on price and innovation. And the threat of these companies producing products in Europe means tariffs might not be the protection they once were. Profitability Challenges – Given the market pressures, manufacturing small, premium electric cars is proving to be a financial balancing act. With rising production costs, increasing tariffs and shrinking profit margins, creating a low-volume convertible EV was likely seen as a luxury MINI couldn’t justify. Strategic Focus Shift – MINI appears to be reallocating resources towards models with broader market appeal. With the UK-made combustion Cooper and the German-made combustion Countryman models, MINI has a great foundation of new cars to build on. Add to this its electric offering, the Chinese-made J01 Cooper, J05 Aceman, and German-made Countryman E and SE, and the brand already has a full family of well-reviewed products in the market. A convertible simply didn’t make the cut as it seems like an extra gamble not worth making. The J03 MINI Cooper Convertible – Background The J03 was envisioned as the electric successor to MINI’s beloved convertible lineup, utilizing the same electric platform as the J01 hardtop. Here’s a breakdown of what could have been: Cooper E – 184 horsepower, 290 Nm of torque, and a 40.7-kWh battery providing up to 190 miles of range (WLTP). Cooper SE – 218 horsepower, 330 Nm of torque, and a 54.2-kWh battery, extending the range to around 250 miles. The J03 would have featured subtle chassis reinforcements to compensate for the lack of a fixed roof, maintaining MINI’s go-kart handling. It was also to be one of just a couple mass produced electric convertibles in the world.. The Bigger Picture MINI’s decision to cancel the J03, coupled with the pause in J01 and J05 production plans at Oxford, points to a significant shift in strategy. While the brand has consistently championed its UK roots, these recent moves suggest that MINI’s electrification future may lean heavily on production outside of the UK – primarily in Germany but perhaps in other BMW plants as well. This doesn’t mean convertible fans are entirely out of luck. MINI will continue to offer the gasoline-powered F67 convertible, which recently debuted and is available globally. In fact we’re hearing demand is even higher than anticipated in some markets. What’s Next for MINI? For MINI loyalists, this recalibration reflects the harsh realities of today’s EV market. The cancellation of the J03 is a reminder that even brands rooted in individuality and charm must navigate the financial and technological challenges of modern car manufacturing. As MINI pivots to ensure long-term profitability and competitiveness, one thing remains clear – the road ahead will require tough decisions, but so far (to us), they look like smart ones. The post MINI Cancels J03 Electric Convertible Amid Changing EV Strategy appeared first on MotoringFile. View the full article

Yesterday, we released a report revealing that MINI is rumored to be reversing its decision to build the electric MINI Cooper and Aceman in the UK. While it may seem like a shocking development, it shows us that MINI, unlike other automakers, is quickly pivoting based on buyer feedback and market volatility. And here’s why that’s a good thing and we’re genuinely optimistic about the brand’s future. First – this move shows that MINI is paying attention. Demand for EVs has slowed globally and the rollout of infrastructure is slower than many had anticipated. While it’s hard to debate that electric cars will be the future for most consumers, adoption has become varied depending on market and region. By delaying any plans, MINI is trying to find the right product mix for the current global needs. Second – it’s important to pay attention to how BMW has evolved its global production strategy. Officially MINI has said they are only deferring plans to import the J01 and J05. But there’s a couple important aspects to that statement. By officially deferring the decision they’re leaving the door wide open giving the brand a number of potential scenarios for the future. One of the more interesting aspects of BMW’s product and production strategy is that they can build almost anything in any factory on several continents. While MINI and BMW have not said a word about making MINIs in Mexico or even the US, there’s always a possibility that they could go that route. Third – this move gives MINI the luxury of time. That’s important for a number of reasons. Seeing how global politics of tariffs plays out will be critical. But it also gives MINI a chance to gain insight from buyers and potential customers. This data could be crucial in helping MINI revised the J01 and J05 or bring new electric MINIs to market. Finally waiting allows MINI to take advantage of technology developments that will allow for better performance, longer range and faster charging. It may sound counter intuitive but I believe that MINI is in one of the strongest positions it’s been in for years. With 17 new models globally, it’s clear that BMW is invested in the brand and it’s not going anywhere anytime soon. Product mix is key. MINI has embraced a high level of flexibility allowing it to offer customers exactly what they want given their needs. Yes there are details that MINI needs to get right like more customization, broad availability of shift paddles and even manual transmissions. But the foundation is there for MINI to build on. And hitting pause on the J01 and the J05 being produced in the UK might end up being the best thing for the brand. The post Opinion: Why MINI Halting (J01) Cooper & (J05) Aceman UK Production Plans is a Good Thing appeared first on MotoringFile. View the full article