DimON

MINI has clearly evolved over the years and there are plenty of opinions on what that has meant for the cars themselves. But what do the numbers tell us? So we dug through decades of factory data, MotoringFile tests, and every timing sheet we could get my hands on to get answers. What we found was a clearer of evolution; models have gotten faster, a little larger and a lot more advanced. But just below the surface were some numbers that even surprised us. First, some important notes. What you see below is data from MINI. 0-60 and HP: These are both lower than most independent publications will get because BMW is notoriously conservative when it comes to such things. HP is taken from EU figures Weight: We went with DIN curb-weight in kilograms and pounds. DIN is measured differently (i.e. lighter) than what you would see in the US. If something is wrong (you have the original source), kindly let us know us know in the comments and we’ll be happy to update the data. First Generation (R50 / R52 / R53) The reborn MINI burst onto the scene with supercharged charm, kart-sharp steering, and a cheeky attitude. Early Coopers felt nippy rather than fast, but the blower-fed Cooper S cut the sprint to seven seconds and set a new small-car benchmark. Factory JCW kits and the stripped-out 2006 GP showed just how much pace BMW could squeeze from the tiny chassis. Power crept past 200 hp, weight stayed close to a ton, and the classic MINI recipe—light, lively, loud—was locked in. CodeMYBody styleVariantPower (hp)Weight0-60 mphTop speedR502001 – 2004Hatch 3-drOne902,51310.9106R502001 – 2004Hatch 3-drCooper1152,5358.6115R532002 – 2004Hatch 3-drCooper S1632,6806.9135R50 LCI2005 – 2006Hatch 3-drOne902,51310.8110R50 LCI2005 – 2006Hatch 3-drCooper1152,5358.5118R53 LCI2005 – 2006Hatch 3-drCooper S1702,7016.8138R522005 – 2008ConvertibleCooper1152,7568.9122R522005 – 2008ConvertibleCooper S1702,8667.0140R522005 – 2008ConvertibleJCW Kit2102,8666.3148R532005 – 2007Hatch 3-drJCW Kit2102,7016.4143R532006Hatch 3-drJCW GP (Gen 1)2182,4476.0150 Second Generation — R56 / R55 / R57 / R58 / R59 / R60 / R61 Buckle up because this generation is a big one. And the first thing you’ll notice is something we’ve long talked about – the R56 is LIGHTER (with DIN measuring protocols) than the R50 . That may shock some but for those in the know, it won’t be a surprise as the R56 is actually a heavily modified R50 underneath. But make no mistake, there were big changes with this generation. Turbocharging replaced the old supercharger and with it came a broader torque band, cleaner emissions, and easier tunability. The Cooper S settled into the mid-six-second bracket while full JCWs dipped a touch lower, all with better fuel economy than before. MINI also exploded the line-up—Clubman estate, Roadster, Coupe, Countryman, and Paceman—proving the performance DNA could flex into almost any body style. The 2013 GP2 was the hero, lapping circuits as quickly as it dashed to sixty. CodeMYBody styleVariantPower hpWeight0-60 mphTop mphPre-LCI (launch spec 2007-2010)R562007Hatch 3-drCooper1201 135 / 2 5028.8126R562007Hatch 3-drCooper S1752 6136.5146R562008Hatch 3-drJCW 2 6572 6576.3149R552008ClubmanCooper1202 5579.1124R552008ClubmanCooper S1751 210 / 2 6687.1139R552008ClubmanJCW2082 7126.4148R572009ConvertibleCooper1202 7789.8123R572009ConvertibleCooper S1751 310 / 2 8887.4141R572009ConvertibleJCW2081 325 / 2 9216.5150LCI (mid-2010 build ? 2011-2014 MY)R562011Hatch 3-drCooper LCI1202 502?8.7124R562011Hatch 3-drCooper S LCI1842 613?6.8140R562011Hatch 3-drJCW LCI2111 205 / 2 6576.3148R552011ClubmanCooper LCI1221 160 / 2 557?8.9125R552011ClubmanCooper S LCI1841 210 / 2 668?7.0138R552011ClubmanJCW LCI2111 230 / 2 7126.4148R572011ConvertibleCooper LCI1222 778?9.6124R572011ConvertibleCooper S LCI1842 888?7.3141R572011ConvertibleJCW LCI2111 325 / 2 9216.5150 CodeMYBody styleVariantPower (hp)Weight lb0-60 mphTop mphR562007-2013Hatch 3-drCooper1202,5028.8126R562007-2013Hatch 3-drCooper S1752,6136.5146R552008-2014ClubmanCooper1202,5579.1124R552008-2014ClubmanCooper S1752,6687.1139R552008-2014ClubmanJCW2082,7126.4148R562008-2013Hatch 3-drJCW2082,6576.3149R572009-2015ConvertibleCooper1202,7789.8123R572009-2015ConvertibleCooper S1752,8887.4141R572009-2015ConvertibleJCW2082,9216.5150R602010-2016CountrymanCooper1222,8889.8118R602010-2016CountrymanCooper S ALL41843,1537.4135R56 LCI2011-2013Hatch 3-drCooper1222,5028.7124R56 LCI2011-2013Hatch 3-drCooper S1842,6136.8140R56 LCI2011-2013Hatch 3-drJCW2182,6576.3148R55 LCI2011-2014ClubmanCooper1222,5578.9125R55 LCI2011-2014ClubmanCooper S1842,6687.0138R55 LCI2011-2014ClubmanJCW2182,7126.4148R57 LCI2011-2016ConvertibleCooper1222,7789.6124R57 LCI2011-2016ConvertibleCooper S1842,8887.3140R57 LCI2011-2016ConvertibleJCW2182,9216.5148R582011-2015CoupeCooper S1842,6466.5143R582011-2015CoupeJCW2182,7236.1149R592011-2015RoadsterCooper S1842,7016.6141R592011-2015RoadsterJCW2182,7456.3147R562013Hatch 3-drJCW GP2182,5575.2150R60 LCI2012-2016CountrymanCooper1222,92110.1118R60 LCI2012-2016CountrymanCooper S1843,1867.2136R60 LCI2012-2016CountrymanJCW ALL42183,2196.5140R612012-2016PacemanCooper1222,9329.7119R612012-2016PacemanCooper S1843,0867.5136R612012-2016PacemanJCW ALL42183,1976.5140 Third Generation (F56 / F55 / F57 / F60) The first all BMW MINI came with a new chassis and a modular three- and four-cylinder engine family. With it came more torque and refinement, and a larger footprint improved stability without dulling the go-kart feel (too much). The 228 hp JCW hatch ran 0-60 in 5.9 s all day long, yet remained civil for the school run. Two LCIs freshened styling and infotainment, but the stopwatch barely moved until the 306 hp GP3 and the 301 hp Countryman JCW pushed MINI into sub-five-second territory. The battery-powered Cooper SE proved electric can be fun, even if range was modest. CodeMYBody styleVariantPower hpWeight lb0-60 mphTop mphF562014-2018Hatch 3-drCooper1362,6017.3130F562014-2018Hatch 3-drCooper S1922,6786.4146F562015-2018Hatch 3-drJCW2312,7455.9153F552015-2018Hatch 5-drCooper1362,4257.6129F552015-2018Hatch 5-drCooper S1922,7246.6146F572016-2018ConvertibleCooper1362,8227.7127F572016-2018ConvertibleCooper S1923,0426.7146F572016-2018ConvertibleJCW2313,1096.1150F542016-2020ClubmanCooper1362,9328.9126F542016-2020ClubmanCooper S1923,1316.9145F542016-2020ClubmanJCW2313,2526.3148F60 2017-2020CountrymanCooper1363,2419.3126F602017-2020CountrymanCooper S1923,4177.2138F602017-2020CountrymanCooper SE PHEV224†3,6616.8120F602017-2020CountrymanJCW ALL42313,4956.2145F56 LCI 12018-2021Hatch 3-drCooper (LCI 1)1362,3927.3131F56 LCI 12018-2021Hatch 3-drCooper S (LCI 1)1922,6786.4146F56 LCI 12018-2021Hatch 3-drJCW (LCI 1)2312,7455.9153F55 LCI 12018-2021Hatch 5-drCooper (LCI 1)1362,4257.6129F55 LCI 12018-2021Hatch 5-drCooper S (LCI 1)1922,7246.6146F57 LCI 12018-2021ConvertibleCooper (LCI 1)1362,8227.8127F57 LCI 12018-2021ConvertibleCooper S (LCI 1)1923,0426.7146F57 LCI 12018-2021ConvertibleJCW (LCI 1)2313,1096.1150F562020Hatch 3-drJCW GP3062,7565.2165F562020-2024Hatch 3-drCooper SE EV1843,1757.393F54 LCI2020-2024ClubmanCooper Auto (LCI)1363,1648.9126F54 LCI2020-2024ClubmanCooper S All4 (LCI)1923,4866.9145F54 LCI2020-2024ClubmanJCW (LCI)3063,5714.6155F60 LCI2020-2024CountrymanCooper (LCI)1363,2419.3127F60 LCI2020-2024CountrymanCooper S (LCI)1923,4177.2138F60 LCI2020-2024CountrymanCooper SE PHEV (LCI)224†3,7816.8120F60 LCI2020-2024CountrymanJCW ALL4 (306 hp, LCI)3063,6604.9155F56 LCI 22021-2024Hatch 3-drCooper (LCI 2)1362,3927.2131F56 LCI 22021-2024Hatch 3-drCooper S (LCI 2)1922,6786.4146F56 LCI 22021-2024Hatch 3-drJCW (LCI 2)2312,7455.9153F55 LCI 22021-2024Hatch 5-drCooper (LCI 2)1362,4257.5129F55 LCI 22021-2024Hatch 5-drCooper S (LCI 2)1922,7246.6146F57 LCI 22021-2024ConvertibleCooper (LCI 2)1362,8227.9127F57 LCI 22021-2024ConvertibleCooper S (LCI 2)1923,0426.7146F57 LCI 22021-2024ConvertibleJCW (LCI 2)2313,1096.2150 Fourth Generation (F66 / F65 / F67 / U25 / J01 / J05) MINI now runs a two-track strategy: efficient turbo petrols for traditionalists and punchy EVs for the future. Early figures put the new Cooper S hatch at 6.5 s to sixty—right on par with its predecessor—while the lighter JCW should sneak under six. The electric JCW is projected at 5.7 s thanks to instant torque, and the U25 Countryman JCW matches that time while hauling family-car space. Weight is finally edging toward two metric tons in the bigger EVs, but clever chassis tuning and low-mount batteries promise that the MINI grin will survive the transition. CodeMYBody styleVariantPower (hp)Weight kgWeight lb0-60 mphTop mphF662025Hatch 3-drCooper C*1561 3352,9437.4131F662025Hatch 3-drCooper S2041 3602,9986.5146F652025Hatch 5-drCooper C156 (161*)1 3653,0097.6129F652025Hatch 5-drCooper S2041 3903,0646.6146U252025CountrymanCooper C (M-HEV)1671 5353,3848.1132U252025CountrymanCooper S ALL42411 6503,6386.2150U252025CountrymanCooper SE EV3132 0254,4645.4112U252025CountrymanJCW ALL4301 (312*)1 7353,8255.2155J012025Hatch EVCooper E1841 4803,2637.099J012025Hatch EVCooper SE2181 6803,7046.5106J012025Hatch EVJCW Electric2521 7253,8035.7112J052025Aceman EVAceman E1841 6453,6277.699J052025Aceman EVAceman SE2181 7853,9356.9106J052025Aceman EVAceman JCW2581 7853,9356.2112F662026Hatch 3-drJCW2311 4053,0975.9153F672026ConvertibleCooper C156 (161*)1 4503,1977.9127F672026ConvertibleCooper S2041 4753,2526.8146* US figures Our Take Two decades in, the stopwatch confirms what we’ve felt in every first drive: MINI doesn’t stand still and has been on methodical evolution. Some will bemoan the loss of the visceral quality of the supercharger era while other miss the performance and feel of the R56 generation. But what’s clear is that, with every step, MINI has responded to an evolving market. Back in 2001 a 90-horse One ambled to 60 in more than ten seconds, yet the steering was so alive we hardly cared. Fast-forward to 2025 and a 312-horse Countryman JCW launches the family to 60 in 5.2 while storming past 155 mph—proof that practicality no longer means sacrificing pace. Numbers tell only half the story. Across every generation MotoringFile’s road tests keep coming back to the same core ingredients: steering that feels wired to your wrists, a chassis that begs for the next apex, and an engine (or motor) that punches above its weight. The recipe has evolved—superchargers gave way to turbos, turbos now share the stage with electrons—but MINI’s engineers have never chased raw output at the expense of character. They add power, yes, but they also add grip, shorter gearing, smarter diffs, and in the latest EVs, battery packs placed so low the centre of gravity drops below that of the old GP2. Even as curb weight inches upward, balanced mass keeps the cars eager, not ponderous. What began as a cheeky hot hatch has multiplied into estates, convertibles, crossovers, and soon an all-electric Aceman that weighs as much as a 1990s 5-Series yet still claims a sub-seven-second sprint. That breadth could dilute a lesser brand; instead, MINI bends each silhouette around the same agile DNA. The stopwatch charts steady progress—every generation trims another tenth or more—but it’s the smile factor MotoringFile readers rave about in the comments. A Cooper SE’s 7.0-second run may not headline a drag strip, yet instant torque and go-kart poise make city traffic a playground. Looking ahead, the dual-track strategy is clear: petrol JCWs will hold the analogue torch for purists while electric JCWs rewrite what hot hatch means in a decarbonising world. As the stopwatch keeps dropping, can MINI’s soul stay the same. There are differing opinions but ours is clear, MINI has balanced performance, tech and sustainability as its products have gotten faster and continue to be market relevant. The post MINI Cooper 0-60, Weight, Top Speed: Definitive Performance Guide 2001-2025 appeared first on MotoringFile. View the full article

In the pantheon of motorsport legends, few cars have etched their names as indelibly as the Mini Cooper S. Among these, one stands out—not just for its rallying prowess but for the controversy that surrounded it. The 1966 Monte Carlo Rally saw the Mini Cooper S dominate the podium, only to be controversially disqualified, a move many believe was aimed at preserving national pride. Now, the very car at the center of this drama, driven by the legendary Paddy Hopkirk, is up for sale. The Car That Stirred a Nation This isn’t a replica or a tribute; it’s the real deal. The 1966 Austin Cooper S, registration GRX 5D, is the actual works rally car piloted by Hopkirk and co-driver Henry Liddon during the infamous 1966 Monte Carlo Rally. Despite finishing third, the car was disqualified over a contentious headlamp regulation, a decision that remains debated to this day. Beyond Monte Carlo, GRX 5D boasts a rich rallying history, having competed in events like the Canadian Shell 4000, the Circuit of Ireland, and the Tulip Rally. A Piece of Rallying History Priced at £155,000, this Mini isn’t just a collector’s item; it’s a tangible piece of motorsport history. The car has been meticulously preserved, retaining period-correct features that transport you back to the golden era of rallying. From the co-driver’s harnesses to the rally stopwatches, every detail tells a story. More Than Just a Car Owning GRX 5D is akin to holding a chapter of automotive lore. It’s a testament to the Mini’s indomitable spirit and its role in challenging the status quo of motorsport in the 1960s. For enthusiasts and collectors alike, this is a rare opportunity to own a vehicle that not only made headlines but also changed the course of rallying history. For more details, visit the full listing on PistonHeads. The post Paddy Hopkirk’s Iconic 1966 Winning Monte Carlo Mini Cooper S Is for Sale appeared first on MotoringFile. View the full article

Ask any MINI die-hard to name the brand’s performance benchmark and they will probably point to the JCW GP. But dig a bit deeper and you’ll get some surprising answers. So we wanted to gather the data (both official and via the press) and create a definitive look at the fastest MINIs to 60 mph ever. What we found surprised even us. After digging through BMW press kits, MotoringFile tests, and timing data from other publications one truth stands out: the Clubman JCW’s factory time tops the charts, and independent testing trims it even lower, making the long-roof MINI a true hot-hatch hero. Here’s how the official claims compare with real-world runs. Official claims: Clubman still wears the crown MINI’s own figures place the 301 hp Clubman JCW at 4.6 sec to 60 mph, making it the quickest production MINI ever signed off by Oxford and Munich. BMW’s global press release quotes 4.9 sec to 100 km/h, the usual metric translation. The mechanically identical Countryman JCW is a touch slower at 5.1 sec to 100 km/h, and the wild-looking 2020 JCW GP sits at 5.2 sec to 62 mph on paper. Even the all-new 2025 Countryman JCW, despite an extra 11 hp, is quoted at 5.2 sec thanks to added mass and a torque-capped dual-clutch box. ModelModel yearsOfficial 0-60 mphClubman JCW ALL4 (F54 LCI, 301 hp)2020-20244.6 secCountryman JCW ALL4 (F60 LCI, 301 hp)2020-20244.9 secCountryman JCW ALL4 (U25, 312 hp)2025-5.2 secJCW GP (F56, 306 hp)20205.1 secAll specifications from MINI USA What the test gear says Hand a VBox to the magazines and the hierarchy tightens. Car and Driver clocked the feather-weight GP at 4.7 sec, but the big surprise is how hard the previous generation JCW all-wheel-drive cars launch off the line: F60 Countryman and F54 Clubman JCW (LCI) – both had verified runs of 4.4 sec, the F60 Countryman from Car & Driver and the F54 Clubman from both AutoBilde and Car & Driver U25 Countryman JCW – 4.6 sec in Car & Driver’s first U-S test, quicker than its lighter predecessor and a full six-tenths faster than MINI’s own claim. ModelPublication / venueRecorded 0-60 mphDelta vs factoryF54 Clubman JCW ALL4Car & Driver, Autobild, 20204.4 sec–0.2 secF60 Countryman JCW ALL4Car & Driver4.4 sec–0.5 secU25 Countryman JCW ALL4 Car and Driver, 20254.6 sec–0.6 secF56 JCW GPCar and Driver, 20214.7 sec–0.4 sec Those numbers hinge on traction. The F60 and F54’s 235-section ultra high-performance summer tires, a beefy rear differential, and launch-control that dumps the clutch at 3,000 rpm erase wheel-spin the GP can only dream of. Out of the hole the AWD estate leaves the front wheel drive GP hunting for grip, only surrendering a tenth or two once the aero-laden hatch finally bites. Even the heavier U25 bests the GP. That’s surely thanks to a more sophisticated gearbox and launch control that’s a big better than the F54 and F60’s. Reading between the Seconds All-wheel drive, the quick-shifting eight-speed Aisin automatic, and a longer wheelbase give the Clubman a huge traction advantage. That setup lets it put every bit of its 332 lb-ft to the ground, so the heavier estate still beats lighter front-drive MINIs to 60 mph. The new U25 Countryman swaps a torque-converter gearbox for a dual-clutch unit, trading some low-end shove for sharper shifts. On paper it loses torque, yet real-world runs show the updated software and traction control make up the difference, punching the big crossover to 60 in 4.6 seconds—nearly matching the outgoing Clubman JCW. The GP remains the fastest-pure hatch once it is rolling. Its front-drive layout and Michelin Cup 2s claw back time above 30 mph. On mixed surfaces, though, it cannot match the explosive all-wheel-drive launches of the larger JCW models. What it means for stopwatch bragging rights If you want the fastest factory-stamped MINI on record, hunt down a 2020-24 Countryman or Clubman JCW. Slip it into launch control, let the boost build, and 4.4 sec is repeatable enough to raise eyebrows at any coffee-and-cars meet. The F56 GP still rules the lightweight, front-drive roost, and the new Countryman’s surprise 4.6 sec run shows MINI’s biggest performance model is more than just a straight-line hauler. Could the forthcoming electric Countryman JCW rewrite the script? We should know next year. The post MINI 0-60 Shootout: The Fastest (Factory) MINIs Ranked appeared first on MotoringFile. View the full article

For years, MINI’s plan was clear: an all-electric Aceman was to be the brand’s next global hit. But cooling EV demand, rising tariffs, and a stalled Oxford upgrade have scrambled the script. Now, MINI may pivot to a new Aceman—one that could be exactly what many buyers have been waiting for. According to our sources, the answer might be a return to familiar territory—petrol power. And for a lot of buyers, that might be exactly what the Aceman has been missing. Behind the scenes, our sources tell us that MINI is evaluating a combustion-powered version of the Aceman. It would slot below the Countryman in size, sit tall enough to satisfy crossover cravings, and offer the flexibility MINI needs to keep growing while EV adoption finds its footing again. In other words, it’s a strategic rethink that’s as much about survival as it is about market opportunity. North America still wants petrol power Let’s be clear: the EV slowdown doesn’t mean the industry is pivoting away from EVs. But growth has slowed enough that, in the U.S., demand has softened enough that even BMW is trimming its forecasts. Analysts at J.D. Power and Reuters have lowered their growth projections for 2025, and we’ve previously reported that lagging EV interest in North America will keep MINI selling gas-powered cars into the next decade. And MINI’s actions are matching the message. The brand has quietly walked back its once-firm goal of going all-electric by 2030. Now, leadership says internal combustion models will stick around “well into the 2030s.” The writing’s on the wall: gas isn’t just surviving—it’s still in demand. The business case for a petrol Aceman Then there’s the simple economics. Right now, Chinese-built EVs face steep U.S. import tariffs that would push the Aceman’s price far above its intended segment. A petrol-powered version built in Oxford, Leipzig, or even Mexico could avoid those extra costs entirely—and arrive at a price point MINI fans can actually afford. Product-wise, it also just fits. The Countryman handles the family-size SUV role. The Cooper owns the hatchback lane. A petrol Aceman would land squarely in between: compact, elevated, and likely starting just below the Countryman’s base price. It’s a gap in MINI’s lineup—and one that’s looking increasingly worth filling. How MINI could engineer it Now, a quick technical reality check. The current Aceman EV rides on a bespoke skateboard chassis that literally has no space for an engine. That’s a dead end for petrol. But MINI has a workaround: lift the Aceman’s body onto BMW’s flexible FAAR platform—the same one used by the ICE Countryman and BMW X1. If they go that route, not only would Petrol or hybrid options be on the table, so would all wheel drive. It’s not theoretical, either. BMW has already demonstrated this kind of modular mix-and-match across its global factories, including Oxford, Leipzig, and San Luis Potosí. The architecture is proven, the tooling exists, and the supply chain is ready. As for engines, MINI doesn’t need to reinvent the wheel. The B48 2.0-liter four—mild-hybrid capable—are already on the shelf and compliant with upcoming emissions standards. If regulations tighten, MINI could even adapt the BMW’s plug-in hybrid setup. MotoringFile has reported that MINI is actively considering bringing the B48 PHEV to the Countryman range. Where it might be built So where would this hypothetical petrol Aceman roll off the line? Three plants come into focus. Oxford is the most obvious—home turf, existing ICE lines, and brand cachet. Leipzig is another contender, already building the FAAR-based Countryman and backed by a robust supplier network. A third option, Mexico’s San Luis Potosí, offers cost advantages and (depending on the week) duty-free access to the U.S. and Canada—but would require significant reengineering, since it currently builds rear-wheel-drive CLAAR and soon Neue Klasse products on a completely different platform. OptionProsConsOxford, UKBrand heritage, existing ICE lines, quick to marketPost-Brexit trade friction with EULeipzig, GermanyShared with Countryman, strong supplier baseCapacity already tight with new Countryman and BMW volumesSan Luis Potosí, MexicoDuty-free access (depending on the week) to U.S./Canada, lower labor & shipping costPlant currently producing rear wheel drive FAAR cars and slated for Neue Klasse EVs—would require ICE re-tooling Timing As for when we might see it? Don’t hold your breath just yet. The timeline is vague, but insiders suggest nothing before the 2028—possibly as early as late 2027 if development accelerates. That would align with BMW’s broader platform refresh cycle and give MINI time to react to further shifts in global demand. What it would mean for MINI fans If it happens, this petrol Aceman could feel more like a true R60 Countryman or even Clubman successor than anything MINI has built since. With a projected starting price just north of $30,000, it would also give the brand a much-needed entry point below the increasingly pricey Countryman. The takeaway Officially, the Aceman remains “electric only.” Unofficially, the writing is on the wall—and it smells like petrol. The market has shifted, and MINI knows it. What it needs now is a sub-Countryman crossover that dealers can sell without having to explain charging networks or tariff charts. BMW’s flexible platforms and global production footprint make a petrol Aceman not just feasible, but increasingly likely. At this point, betting against it feels riskier than betting on it. Watch this space—things are just starting to heat up. The post Why MINI’s Next Big Pivot Could Be a Gas-Powered Aceman appeared first on MotoringFile. View the full article

The following is a throwback and repost of our experience at MINI’s Performance Driving School at the Indianapolis Speedway from 2014. You enter the Indianapolis Motor Speedway through a tunnel on 16th Street with little pomp or circumstance. But when you emerge into the infield, you’re met with awe. The scale of the place is staggering—so vast, in fact, that there’s a golf course inside the infield. And it only takes up a third of it. These are hallowed grounds for the motorsport-obsessed, and it’s a treat just to be allowed inside. But today is special. Today, I’ll be one of the first civilians to drive the IMS road course in anger. And my ride couldn’t be better: a 2014 MINI Cooper S. The program I’m here for is Miles Ahead and its Performance Driving School. Sponsored by MINIUSA, the program offers several schools focused on everything from teen driving to various specialties. But the Performance Driving School is the crown jewel. The half-day course (a full day isn’t currently available) is designed to teach drivers of all skill levels not just how to drive quickly, but how to understand the limits of the car they’re driving. The idea is simple: knowing those limits makes you a better driver. Having done plenty of these types of programs, track days, and even a few races, I’d wholeheartedly agree. Knowing how a car will respond during a sudden evasive maneuver makes you far more comfortable and confident behind the wheel. It also teaches you how to apply active safety—the skill of avoiding an accident before it begins. Typically, Miles Ahead uses various sections of the infield road course for instruction. However, my visit happened to coincide with the first-ever class to use the full course (look for more of that next year). As with most programs, the day began in the classroom. Our first lesson covered vehicle dynamics and best driving practices as we prepared to get behind the wheel. It also gave us a chance to meet the instructors and get a feel for the track. After the first session we headed to the cars to do some lapping of the full course at moderate speeds. While typically all of the Cooper S at Miles Ahead are automatics (the best choice the vast majority – even most enthusiasts). That said I was lucky enough to be handed the key to the one manual on hand. Given my affiliation with MotoringFile and my previous track experience they wanted to give me an extra challenge in the form of a third pedal. It was welcome. Pulling out of the garage and into pits for the first time you’re once again struck by the scale of the place. IMS isn’t as large as a track like Talladega but due to its design and layout it feels infinitely more impressive and almost majestic. The revised IMS road course is the same one that Moto GP and Sports Cars use. The improvements seen since the departure of F1 allow for a tighter more challenging course. The F56 Cooper S, as the instructors told me throughout the day, is the perfect car for events like this. It provides excellent feedback and is plenty quick without the danger that comes with high powered rear wheel drive cars (ask them about a recent F Type event at IMS). There are three things that makes Miles Ahead the best driving instruction program I’ve attended at this price point ($995) and at this level. The first of course is IMS itself. Having access to one of the single best racing facilities in the world makes for a day that you will never forget. For enthusiasts it also immediately makes it worth the money. The feeling you get exiting the infield road course and entering the front stretch is unlike anything. The day I was there we ran the course backwards in “F1” configuration. Having driven that same direction on the first iteration of the infield road course in an R53 I can attest the changes that were made as very positive. Where the course felt slightly plodding before the revised design allows the MINI to really shine. The scale and the angle of the corners allow for a much more challenging and exciting lap. Secondly there are the instructors. Miles Ahead is rich with current and former racers from around the world who also happen to be incredibly humble and helpful. To that point my first instructor of the day was Pippa Mann, the fastest women ever around Indianapolis Motor Speedway. She also happens to be the most encouraging and patient instructor I’ve ever seen. Her voice and disposition would calm anyone into thinking that hurtling a MINI down the front stretch at 120 mph is a relaxing exercise. If Siri was a racing instructor, she’d be Pippa Mann. Then there’s Stephan Gregoire who I was lucky enough to have in my last two sessions of the day. Stephan has raced in both open wheel and sports car for over two decades yet presents himself as humble, helpful and truly interested in making you a better driver. Finally there are the MINIs themselves. As some of you likely know the MINI has always been a respectable track car out if the box. And in these surroundings with these instructors it proves itself to be the perfect companion. you’re an automotive enthusiast, a MINI fan, a motorsports nut, or just a driver who wants to improve, Miles Ahead deserves a spot on your bucket list. It’s not cheap, but the value lies in an experience that will not only make you a better driver—it’ll give you something truly memorable to carry with you for years to come. The post Track-Day Bucket List: Inside MINI’s Performance Driving School at Indianapolis Motor Speedway appeared first on MotoringFile. View the full article

Apple has officially taken the wraps off the highly anticipated CarPlay Ultra, debuting it in the 2026 Aston Martin Vanquish S—with more automakers expected to follow suit. But what about MINI and BMW? After speaking with designers and engineers from both brands, we got a resounding answer: they’ve already passed on it. So what exactly is CarPlay Ultra, and why would MINI want nothing to do with it? And what does this mean for the standard CarPlay we know? CarPlay Ultra represents Apple’s most ambitious foray into automotive integration, extending the iPhone’s interface beyond the central infotainment screen to encompass the instrument cluster and other vehicle controls. This allows for a seamless blend of Apple’s ecosystem with the car’s native systems, offering features like customizable displays, Siri integration for climate and audio controls, and real-time vehicle data visualization. Note the vehicle integration on the last photo However, BMW and MINI have charted a different course. While both brands continue to support standard Apple CarPlay, they have refrained from embracing the deeper integration offered by CarPlay Ultra. This decision aligns with BMW’s recent unveiling of its iDrive X system and MINI OS9, both of which emphasize a proprietary user experience. iDrive X features a panoramic display that spans the dashboard, offering drivers the ability to customize widgets, ambient lighting, and driving modes to their preferences – something far more advanced than CarPlay Ultra can seemingly handle. And MINI OS9 is incredible unique with its circular layout and lack of cluster display. MINI and BMW Continue to Embrace Standard CarPlay This doesn’t mean MINI and BMW will end their CarPlay integration. We heard directly the team responsible for bot MINI OS9 and the new iDrive X that the plan will be to continue offering CarPlay as we know it today. But integrating Ultra into the car’s cluster display and the telematics of the system itself is off the table. This approach suggests a desire to maintain control over the core user interface and vehicle functionalities, rather than ceding these aspects to external tech ecosystems. The thought is that this strategy allows both brands to ensure a consistent brand experience across their vehicles, even as they accommodate popular features like CarPlay. Apple calls out the flexibility of CarPlay Ultra but MINI and BMW seem unconvinced. For MINI enthusiasts, this means continued access to Apple CarPlay’s familiar interface for navigation and media, without the full dashboard integration that CarPlay Ultra offers. While some may view this as a limitation, BMW and MINI look at their systems as already ahead of CarPlay in terms of vehicle functionality due to it’s deep integration of the car’s control units. As the automotive industry navigates the intersection of technology and tradition, BMW and MINI’s stance on CarPlay Ultra highlights the ongoing debate over how much control automakers should retain over the in-car experience. For now, they appear content to offer the best of both worlds: embracing essential smartphone integration while preserving their own design and functional philosophies. What do you think? Let us know in the comments The post Why MINI is Rejecting CarPlay Ultra (and What They’re Doing Instead) appeared first on MotoringFile. View the full article

MINI UK just handed the keys to the new JCW Electric (J01) over to the British press, and while we’ve logged serious seat time in the petrol-powered JCWs, we haven’t yet driven the JCW Cooper EV ourselves. Luckily, the big four—Autocar, Top Gear, CAR Magazine, and Auto Express—have, and their early verdicts are consistent… and interesting. Performance & Powertrain Electric power and a strong spec sheet—but not without compromise. At the heart of the new JCW Electric is a single front-mounted motor producing 254 bhp and 250 lb-ft of torque. This setup delivers a 0–62 mph time of 5.9 seconds—quick, especially for a front-wheel-drive EV weighing more than its petrol counterpart. Autocar praised the immediate torque and linear acceleration but noted that the additional weight and single-motor layout make it feel less agile than the petrol JCW in tight corners. CAR Magazine echoed this, finding the handling responsive but ultimately let down by a ride that veers toward harshness. Auto Express was more upbeat, calling the JCW Electric “fast, frantic, and playful,” capturing the MINI spirit in many real-world driving scenarios. So, while the raw pace is there, the electrified JCW might not feel quite as eager or darty as its petrol predecessor, especially in more demanding driving conditions. Battery & Range Solid range and fast charging, with enough usability for everyday EV life. The JCW Electric uses a 54.2 kWh battery, which MINI claims delivers a WLTP range of up to 251 miles. That figure puts it on solid ground within the hot hatch EV segment, even if real-world driving will likely yield numbers closer to the 200-mile mark, especially when driving enthusiastically. Fast-charging capability is also competitive: 10–80% in about 30 minutes, thanks to 95 kW peak DC charging. That makes quick top-ups feasible and long journeys more manageable, especially with proper route planning. The combination of decent range, fast charging, and strong everyday usability suggests MINI has done its homework here. For most owners, range and charging speed shouldn’t be deal-breakers. Design & Interior Familiar silhouette, futuristic cabin. On the outside, MINI has struck a careful balance between tradition and evolution. The JCW Electric retains its sporty, bulldog stance but adds subtle aero tweaks, red accents, and unique JCW badging. It’s aggressive without being overdone. Inside is where the most dramatic transformation occurs. The dashboard, lifted from the all-electric MINI Cooper J01, centers around a bold 9.4-inch circular OLED display powered by MINI Operating System 9. The interface is fast, minimal, and playful—just as you’d expect. Physical controls are pared back, but key toggles for drive modes, volume, and defrost remain. Reviewers were impressed with the tech integration, though some noted that the minimalist setup might alienate traditionalists. Overall, the cabin is a futuristic evolution of MINI’s design DNA—love-it-or-hate-it, but undeniably fresh. Ride Quality & Weight Here’s where things get contentious. If there’s one consistent criticism across all three reviews, it’s the JCW Electric’s overly firm suspension. CAR Magazine was the most direct, calling the ride “simply unacceptable” for daily use and suggesting it might be a deal-breaker for some buyers. Autocar was slightly more measured but still noted that the stiffness compromises the car’s everyday usability. Auto Express acknowledged the firmness but framed it as part of the car’s character, emphasizing the sense of immediacy and fun. Still, all reviews agreed: MINI has dialed the suspension towards the extreme, and this setup might alienate those looking for a daily driver with a bit more compliance. Top Gear put it bluntly; “BMW Group is generally quite good at disguising heft, but there’s no substitute for just being light in the first place.” Accordingly the extra weight affected the ride quality on UK B-roads. Final Verdict Electrifying, flawed, and undeniably MINI. The 2025 MINI JCW Electric is not perfect—but it is important. It offers genuinely quick acceleration, a solid real-world range, and one of the most distinctive interiors in any small EV. It’s playful, aggressive, and full of personality, but also heavier, firmer, and arguably less engaging than its petrol predecessor. Autocar, CAR Magazine, and Auto Express all agree: this is a bold first step, but one that may need refining. For MINI fans willing to trade some comfort for character—and for early adopters eager to embrace an electric hot hatch—it’s a compelling, if imperfect, glimpse at MINI’s future. As the electric JCW story evolves, so will expectations. But for now, this is MINI making a statement—and whether you love it or loathe it, you won’t mistake it for anything else. The post 2025 MINI JCW Electric UK Reviews Are In: Performance Meets Polarizing Ride appeared first on MotoringFile. View the full article

At first glance, it’s easy to assume the new F66 MINI Cooper is just a lightly updated F56. But look closer, and the story gets far more interesting. Despite sharing the same basic chassis, the F66 is shorter yet more spacious, packed with more tech, and surprisingly—offers fewer choices for buyers. Over the past year, we’ve driven every variant across two continents to find out what’s really changed, what’s improved, and where MINI may have taken a step back. Here’s what we’ve learned. The new petrol-powered F66 MINI Cooper might seem like a mild refresh of the outgoing F56. It isn’t. Despite riding on the same chassis, this is a full-scale re-engineering—what MINI insiders have dubbed “a rethink of the refresh.” And after a year hands-on with every variety possible, we can confirm: this isn’t just a facelift—it’s MINI making a calculated, subtle step forward. Rewriting the Dimensions Let’s start with the exterior—where almost every dimension has subtly, but significantly, changed. The front and rear overhangs have been trimmed slightly. But it’s the increase in width that’s most notable: from 75.9 inches in the F56 to 77.6 inches in the F66. That 1.7-inch gain isn’t just for visual drama—it’s functional. The wider track (front and rear) and increased wheel width (from 205mm to 215mm on the Cooper S) are thanks to small but meaningful mechanical changes beneath the skin. In our driving experiences it gives the F66 slightly more eager turn-in than before. It’s also allows for a deeper, more concave wheel designs—a long-requested change among enthusiasts, especially those who found the JCW’s previous flat-faced wheels underwhelming. And yes, the boot has grown slightly too. Up .2ft thanks to re-contoured inner panels and minor packaging tweaks—another signal of how extensive this redesign actually is. Carryover? Not Much From a design standpoint, nearly every exterior panel is new. The roof, doors, and glass are all that remain from the F56. Everything else—the sculpted bonnet, the simplified front fascia, the more upright stance—is new. One particularly subtle but impactful change is the revised headlight angle. Combined with a taller bonnet and squared-off proportions, the F66 feels more upright than before. Fighting the Bloat: The Weight Story Critics love to claim MINIs keep getting fatter. But the data paints a more nuanced picture. The R50 Cooper (manual) weighed in at 2,535 lbs, which dropped to 2,513 lbs in the R56. The F56 did grow (2,701 lbs manual / 2,756 lbs DCT), but not by SUV-like margins. Now comes the F66 Cooper—offered only with a 7-speed DCT in the US—with a curb weight of 2,778 lbs. That’s just a 22-lb increase over the outgoing F56 DCT, despite meeting stricter crash regulations, packing in more tech, and adding hardware to support Level 2 autonomy in the future. In today’s context, that’s almost a miracle. Note that these are all DIN certified weights. Markets such North America measure curb weights differently and are often higher due to more standard equipment. The Interior Revolution Where the exterior is evolutionary, the interior is nothing short of revolutionary. MINI has lifted the entire dashboard concept from the all-electric J01 and planted it into the F66—bringing with it the brand’s most advanced infotainment ever. At the center of it all is the new 9.4” circular OLED display running MINI Operating System 9, a UI experience developed in-house and based on Android Open Source Project (AOSP). It’s bold, it’s fast, and it’s unapologetically different. Physical buttons are minimal, but key toggles remain for essentials—volume, drive modes, defrost, and start/stop. We’ve spent hours with this system across multiple models, and while the learning curve exists, it flattens quickly. Features like the augmented reality navigation—projecting turn-by-turn graphics directly onto live video—are a revelation, particularly in urban environments. It’s also quick: we found it on par with Google Maps in responsiveness and clarity. More importantly, this is MINI embracing a new digital-first identity while still holding on to its analog charm in the right places. The quirky animations, customizable soundscapes, and themed drive modes (Core, Go-Kart, Green) all add layers of personality that make the F66 feel alive—something few cars in this class manage anymore. Yes they go a bit too far at times but thankfully they can (mostly) be turned off. Verdict: The Best of Both Worlds? The F66 was’t an easy product to pull-off for MINI. It’s not just an F56 with a bigger screen and a wider stance. It’s a deeper, more thoughtful revision that honors MINI’s design language and dynamic focus while future-proofing the car for evolving consumer and regulatory demands. Is it perfect? No. We desperately miss the manual and would love to see more color and trim options. But what we can say for certain: MINI has taken the bones of the F56 and built something smarter, sharper, and surprisingly soulful. The post 2025 MINI Cooper F66 vs F56: The Full Breakdown After 12 Months Behind the Wheel appeared first on MotoringFile. View the full article

At first glance, the F66 MINI Cooper might seem like the least exciting car in MINI’s next-generation lineup. No all-new platform. No ground-up redesign. No wild proportions or radical materials. In fact, it looks… familiar. Because it is. But that familiarity is exactly what makes the F66 so fascinating. This isn’t just a mildly refreshed F56—it’s a bridge car, a deliberate connective thread between the MINI you’ve known for the past decade and the all-electric MINI that’s coming to define the brand’s future. Let’s unpack how MINI is using the F66 to steady the ship—and why it might be the brand’s most complete product today. The F66 (left) and the F56 (right) Platform, Purpose, and Practicality While the new electric J01 MINI rides on a bespoke Spotlight EV platform co-developed with Great Wall in China, the F66 stays grounded in MINI’s UKL platform—the same bones shared with the outgoing F56. It retains combustion engines, familiar dimensions, and mechanical DNA that many current MINI fans still value. And that’s the point. In a moment when MINI is undergoing a significant transformation—new manufacturing hubs, a radically different digital interface, and a pivot to electrification—the F66 is here to ease the transition. It’s not trying to steal the show. It’s here to hold the line. The F66 (top) and it’s all new OS9 digital experience vs the F56. Tech Where It Matters One of the biggest surprises about the F66 isn’t what it keeps—it’s what it gets: MINI Operating System 9, the same new digital interface found in the EV-only J01. That includes the striking circular OLED display, new “Experience Modes,” and the MINI Intelligent Personal Assistant (yes, Spike if you’re feeling whimsical). By bringing this level of digital modernization into a combustion-powered MINI, BMW Group is making a strategic play: allow hesitant buyers to sample MINI’s future without fully committing to electric. It’s part of a broader effort to normalize the brand’s new UX while maintaining the driving experience people associate with MINI. The Stealth Upgrade Strategy Mechanically, the F66 isn’t revolutionary—but that’s a feature, not a bug. For many markets (especially the U.S.), EV infrastructure and adoption are still evolving. The F66 allows MINI to stay relevant and profitable while electrification ramps up. It also gives dealerships and buyers a well-understood product that feels fresh without asking too much of them. It also gives dealers breathing room. Training, infrastructure, and marketing around the EV transition takes time. The F66 buys MINI a few more years to figure out what’s next – whether that be more ICE or all EV. A Bridge—with Real Substance It would be easy to dismiss the F66 as a placeholder. But in a moment of flux, it might actually be the most balanced MINI in the lineup—an ideal fusion of analog charm and digital utility. It blends mechanical engagement with tech-forward enhancements. It’s more refined than the outgoing F56, more familiar than the all-new J01, and more accessible than MINI’s still-ramping EVs. It’s not the future. But it may be the best MINI you can buy right now. Sometimes, the car that holds the line ends up being the one that gets it most right. The post The F66 MINI Cooper: Why the Brand’s Most Traditional Model Might Be Its Best appeared first on MotoringFile. View the full article

In a move that perfectly aligns with its brand ethos of fun, individuality, and style, MINI USA recently took center stage at Miami Swim Week to unveil the 2025 MINI Convertible. This event wasn’t just about showcasing a new car; it was a celebration of MINI’s vibrant spirit and its commitment to delivering joy on four wheels. The 2025 MINI Convertible made a splash with its refreshed design, featuring updated front and rear styling, new wheel designs, and an expanded color palette that includes the eye-catching Zesty Yellow and Rooftop Grey. Inside, the cabin boasts a modernized dashboard layout, enhanced materials, and the latest in infotainment technology, ensuring that the driving experience is as enjoyable as it is stylish. Performance-wise, the new Convertible continues to offer the spirited driving dynamics that MINI is known for. With a range of turbocharged engines and precise handling, it promises to deliver an engaging ride whether you’re cruising along the coast or navigating city streets. MINI’s presence at Miami Swim Week wasn’t just about cars; it was about connecting with a lifestyle. The brand’s activation included interactive experiences, allowing attendees to engage with the MINI community and embrace the brand’s philosophy of “Big Love”—a celebration of diversity, creativity, and the joy of driving. As MINI continues to evolve, the 2025 Convertible stands as a testament to the brand’s dedication to innovation, design, and the sheer pleasure of motoring. It’s more than just a car; it’s an invitation to experience life with the top down and the wind in your hair. For more details on the 2025 MINI Convertible and its debut at Miami Swim Week, visit the official press release here: Woodcliff Lake, NJ, May 21, 2025. MINI USA is diving into Miami Swim Week, celebrating the iconic brand spirit and the launch of its new models including the MINI Convertible. This year, MINI USA is activating with two high-profile partnerships – one with PARAISO Miami Swim Week, the official organizers of Miami Swim Week, and one with Sports Illustrated Swimsuit, the iconic publication who are also activating at the week-long event. MINI + PARAISO Miami Swim Week: MINI USA and PARAISO Miami Swim Week are partnering to bring an exciting and dynamic presence to Miami Swim Week. This collaboration includes a main tent activation and the sponsorship of three talented designers: Leslie Amon, Azulu and British designer Oceanus, which provides a direct link to MINI’s heritage. These designers will showcase their unique creations on wrapped MINIs, which will be prominently displayed at the runway show. Additionally, Leslie Amon, who is also a well-known influencer, will be driving around Miami Beach in a specially designed MINI Convertible, capturing exclusive content throughout Miami Swim Week. MINI + Sports Illustrated Swimsuit: MINI USA and Sports Illustrated Swimsuit are teaming up to make a splash at the annual SI Swimsuit pool party and runway event at the W South Beach. As the official vehicle of SI Swimsuit 2025 MINI will have its new convertibles on display and will be prominently featured as a title sponsor of the event. As part of the partnership, MINI is featured on the back cover of the annual Sports Illustrated Swimsuit edition, on stands now. MINI USA developed this back cover creative with their lead creative agency, Goodby Silverstein & Partners to deliver an execution that perfectly captured the brand’s signature cheeky and clever personality. The headline, “Your best chance with a British model,” gives a playful wink to MINI’s British heritage while nodding to the iconic models featured throughout the issue. Strengthening the partnership, MINI has also teamed up with iconic British model, Penny Lane for social content creation during the series of events tied to Miami Swim Week. “We are excited to celebrate MINI’s rebellious spirit and our new MINI Convertible at Miami Swim Week,” said Kate Alini, Department Manager, Marketing, Product & Strategy, MINI USA. “MINI has always been a canvas for creative expression and our partnerships with PARASIO and Sports Illustrated Swimsuit allow us to engage with fashion-forward audiences and showcase the creativity and innovation that MINI stands for.” MINI’s partnership with Sports Illustrated Swimsuit and PARAISO Miami Swim Week marks the next evolution of the brand’s bold, playful approach to cultural moments. Uniting three icons that celebrate individuality and joy, these collaborations create experiential moments that invite audiences to view the brands through a fresh, vibrant lens. MINI, PARASIO and Sports Illustrated Swimsuit share a commitment to self-expression and cultural vibrancy, making every experience more exciting and unapologetically fun. MINI has partnered with Sports Illustrated Swimsuit on a broader collaboration that includes a number of activations at iconic and culturally relevant events over the course of this year, including recent engagements at golf and horse-racing events, with more programs to come. The post MINI USA Showcases 2025 Convertible at Miami Swim Week with Summer Vibes appeared first on MotoringFile. View the full article

The JCW GP is the pinnacle of performance for the MINI brand. But until 2022, there had never been a factory-backed effort to take it racing. That changed when MINI partnered with Bulldog Racing and brought a radically modified JCW GP to the legendary Nürburgring 24 Hours. That gritty debut is now the stuff of legend — here’s the story. The car Bulldog Racing prepped was no ordinary GP. With race-spec suspension, full FIA safety equipment, and aggressive aero that looked like it had escaped from a touring car fever dream, it turned heads long before it ever turned a wheel in anger. We would know — MotoringFile was embedded with the team that year and saw firsthand how the red MINI quickly became a fan favorite. The Build-Up: Turning a Road Car Into a Nürburgring Fighter The plan was ambitious: take MINI’s most hardcore production car — the GP — and transform it into a legitimate endurance racer. We covered the build-up as the car received KW competition suspension, BMW M brakes, full telemetry, and a serious round of weight reduction. Its massive wing, slammed stance, and stripped interior made it look like MINI had gone full DTM — and it wasn’t just for show. The adjustable wing, paired with a fully covered underbody and aggressive rear diffuser, created genuine downforce — a rarity for a MINI, and absolutely critical at the ’Ring. The Race: Momentum, Mayhem, and a BMW The MINI took the green flag with poise, mixing it up in traffic and winning over fans with its tenacity. Day 2 coverage showed steady progress and a car that could take the punishment of the Nordschleife with surprising grace. But then came the twist. Over the course of the race, the Bulldog MINI was hit three times (twice by the same BMW) as it sliced its way through traffic in the dark. The 3rd hit dealt terminal damage. By Hour 17, the MINI was out. No engine failure. No driver error. Just bad luck and bent metal. The Bigger Picture: A Stepping Stone to Victory Despite the early exit, the 2022 effort was a critical learning experience. As we wrote at the time, MINI wasn’t just showing up—they were building something. That foundation paid off with a second-place class finish in 2023, followed by a class victory in 2024. Bulldog Racing and MINI had gone from dark horses to serious contenders. Capturing the Madness: From the Pits to the Party The Nurburgring 24 Hours isn’t just a race but an event – almost a lifestyle for some. Being embedded with the team gave us a front-row seat to the raw intensity of endurance racing and the deep passion behind MINI’s motorsport push. So we walked into the forests and met the fans, drank some beer and jammed to the late night dance parties. Despite having attended our fair share of amazing racing experiences from F1 to IMSA, nothing comes close to this race and the atmosphere it creates. The 2022 Bulldog Racing MINI JCW GP didn’t finish the race—but it absolutely mattered. It marked MINI’s return to serious endurance racing and kicked off a comeback arc that would lead to class success just two years later. In true MINI fashion, it wasn’t the size of the car—it was the size of the fight. MINI’s History at the 24 Hours of the Nürburgring MINI has a notable history at the 24 Hours of Nürburgring, with several participations over the years: 2008: Schirra Motoring entered a BMW Mini Cooper S in the SP3T class, completing 115 laps. 2011: MINI Motorsport fielded a BMW Mini Cooper JCW in the SP3T class, finishing with 108 laps. 2012: Four private teams entered a total of five MINIs in the race, showcasing the brand’s continued presence in endurance racing. 2014: A BMW Mini JCW participated in the SP2T class, completing 122 laps. 2022: After a ten-year hiatus, MINI returned with Bulldog Racing’s entry of a modified JCW GP. Despite a strong performance, the car was forced to retire after being hit twice by the same BMW during the race. 2023: Bulldog Racing entered the #126 MINI John Cooper Works 1to6 Edition in the VT2 class. The car completed 114 laps and finished 2nd in class, with a driver lineup including Charlie Cooper, Sebastian Sauerbrei, Christoph Kragenings, and Michael Mönch. 2024: Bulldog Racing achieved a class victory in the SP3T category with the #317 MINI John Cooper Works Pro, driven by Markus Fischer, Charlie Cooper, Christoph Kragenings, and Sebastian Sauerbrei. Additionally, the #474 MINI JCW secured third place in the VT2 class. The post In 2022, MINI Took a Radical JCW GP to the Nürburgring 24—Here’s What Happened appeared first on MotoringFile. View the full article

BMW just hit a major milestone: it’s now actively testing all-solid-state battery (ASSB) cells in a BMW i7 prototype. Developed in collaboration with Solid Power, these smaller, lighter next-gen batteries are finally seeing their first road testing—marking a meaningful step forward for BMW, but perhaps even more for MINI. So, what exactly is a solid-state battery? In short: it ditches the flammable liquid electrolyte found in traditional lithium-ion batteries and replaces it with a solid one. That change brings some big benefits: More energy density, which could mean more range with smaller batteries. Better safety, since solid electrolytes are far less prone to thermal runaway. Faster charging, thanks to improved ion conductivity. Lighter weight, smaller, simpler batteries mean less of a weight penalty for EVs. What this means for BMW and MINI While BMW is starting with high-end applications like the i7, the real promise comes when this tech trickles down the lineup. Here’s what it could deliver: Extended range, especially important for MINI’s next-gen EVs like the J01 Cooper and Aceman. Lower weight, which could help bring back some of the agility that heavier EVs have dulled. Smaller packaging, freeing up space and unlocking design flexibility—key for MINI’s compact proportions. For MINI, this tech could be transformative. Think about it: a true small electric MINI with real range, lighter curb weight, and packaging that doesn’t compromise interior space or design character. That’s the dream—and solid-state could help get us there. Don’t expect it tomorrow This is still early-stage testing. Widespread adoption of solid-state tech isn’t likely before 2030, and scaling it will take major investment. But BMW’s commitment—both financially and strategically—is real. And if it pays off, it could give MINI something no other premium small EV offers: a truly uncompromised electric driving experience. MINI’s electric future just got a little more interesting. The post BMW’s Solid-State Battery Breakthrough—How It Transform MINI EVs appeared first on MotoringFile. View the full article

After chronicling every MINI concept from the past three decades, one question kept surfacing in our inbox (and frankly, in our own heads): which ones should have been built? So we went through all of them and came up with out top five Sure, MINI’s concepts have often served as design teasers or speculative technology showcases. But some—some—were fully formed, utterly compelling visions that fans would have snapped up in a heartbeat. These weren’t just flights of fancy. They were missed opportunities. Here are our top five modern MINI concepts we most wish had made it to production, based on their design, brand relevance, and sheer cool factor. All five made us believe in a bolder, more imaginative MINI—before the boardroom said no. 1. MINI Rocketman (2011) The Rocketman wasn’t just a concept—it was a return to MINI’s spiritual roots. With its ultra-compact footprint, carbon-fiber chassis, 3+1 seating, and Union Jack glass roof, it distilled the brand’s DNA into something refreshingly pure. MotoringFile reported multiple serious attempts to bring it to life, including potential platform partnerships with Toyota and Great Wall. But without a suitable small EV platform in BMW’s portfolio, the car remained a fantasy. As we said in our design analysis, “The Rocketman was a manifesto.” And its absence leaves a void MINI has never truly filled. Revisiting the Rocketman – A Design Analysis » 2. MINI Superleggera Vision (2014) The Superleggera Vision was unlike anything MINI had ever shown—an electric roadster co-developed with Carrozzeria Touring Superleggera, dripping in hand-formed aluminum curves and boat-tail elegance. Its interior was sparse and focused, the antithesis of touchscreen overload. According to exclusive MotoringFile reporting, prototypes were built. MINI insiders championed it. But BMW brass balked. Why? A limited-use platform and too high a price tag for a niche product. As we wrote last year, “It could have redefined MINI’s brand trajectory.” Instead, it remains MINI’s most gorgeous ghost. The Electric MINI Superleggera – What Could Have Been » 3. MINI Clubman Vision Gran Turismo (2015) The Vision GT wasn’t designed for production, but it should’ve been—if only as a limited-run flagship for the JCW sub-brand. This digital fantasy was raw, low, and aggressive. As we uncovered in our recent deep-dive, the design team built fully detailed interiors and even tested wind tunnel models. Imagine a MINI that looked like it ate hot hatches for breakfast. That’s what this concept promised. And the fact that it was never seriously considered for production is proof MINI still struggles to fully embrace its performance potential. The Forgotten JCW Concept – MINI Clubman Vision Gran Turismo » 4. MINI Clubman ALL4 Scrambler (2016) World Premiere – MINI Clubman ALL4 Scrambler Concept » The Scrambler was MINI at its rugged best—a raised, leather-strapped Clubman inspired by BMW Motorrad’s R nineT Scrambler. It was part surf wagon, part adventure rig, and a total vibe. We called it “a charming blend of utility and eccentricity” at launch, and it remains one of the most lifestyle-forward concepts MINI has ever created. In an era where brands like Subaru and even Porsche are embracing the lifted, trail-friendly aesthetic, the Scrambler would’ve been right on trend—and a clever way for MINI to go outdoors without losing its urban appeal. 5. MINI Vision Next 100 (2016) We debated this one. On the surface, the Vision Next 100 strayed far from MINI’s roots: it was fully autonomous, shared by users, and heavily reliant on AI. But it also posed bold questions: what does MINI mean in a post-ownership world? How does a brand known for fun-to-drive cars evolve in a hands-free future? MotoringFile called it “ambitious, if emotionally distant,” and that still holds. But we’re including it here because it dared to look ahead, even if the vision felt more Google than go-kart. It wasn’t the MINI we knew—but it might’ve been the one we needed. The MINI Vision Next 100 – Every MINI is My MINI Honorable Mentions: MINI Beachcomber (2009) – The Moke reimagined as a crossover concept. MINI Urbanaut (2020) – A wild, camper-van-inspired lounge pod. Fascinating but divisive. MINI ACV30 (1997) – A critical stepping stone to BMW’s reboot, but more time capsule than temptation. As our complete history of MINI concepts showed, the brand has never lacked for creativity. But the five concepts above weren’t just clever—they were fully realized, emotionally resonant, and uniquely MINI. Each could have expanded the brand’s reach or deepened its appeal. Each was killed for a different reason—platform limitations, production costs, strategic hesitations—but all of them deserved a chance. So here’s hoping that as MINI enters its next era of electrification and design evolution, it finds a way to say yes more often. Because as these five cars prove, some of MINI’s best ideas never made it to the road—and that’s something worth rethinking. The post Top 5 MINI Concepts That Should Have Made Production appeared first on MotoringFile. View the full article

According to officials from MINI Australia and New Zealand, MINI’s current generation lineup will not see the manual transmission return. If true it’s cold water on news we’ve reported (directly from MINI themselves) that they were looking into a potential return of the manual for certain models. So what’s going on and is the manual truly dead? Yes, MINI Australia and New Zealand has strongly signaled the end of the manual, and CarBuzz cites confirmation from the brand that future models will continue to forgo a stick shift. Yet just a few we heard differently just this past November when MINI USA’s then-head of product, Pat McKenna, told MotoringFile that a final decision on the manual’s fate in the U.S. had not yet been made. He acknowledged the steep regulatory and logistical challenges facing manual gearboxes—particularly in light of increasingly stringent emissions standards in Europe—but also recognized the unusually high take rate among American MINI buyers, especially for the F56 JCW Hardtop. In 2023, over 50% of those buyers chose the manual—a stat that’s nearly unheard of in today’s market. (See our in-depth reporting here). That context is important. While the CarBuzz piece reflects the direction MINI is headed globally, especially in Europe where fleet emissions compliance takes precedence, it doesn’t fully account for the North American market, where MINI has traditionally taken a slightly different path when demand warrants it. But could demand in the US and other key markets be enough to make the investment worthwhile? The 2026 Fiat 500e and it’s manual In a surprising twist to the “manuals are dead” narrative, Fiat has just announced it’s bringing back the 500 not only with a petrol engine, but with a manual transmission option as well—at least in certain markets. At a time when most automakers are moving toward electrification and automatics-only lineups, Fiat’s move introduces a compelling counterpoint. It suggests that for small, characterful cars, there may still be a viable niche for row-your-own gearboxes—especially if emissions targets can be met creatively or regionally. In a market where personality and driver engagement still matter, Fiat’s play could either be a one-off anomaly—or the start of a small but meaningful shift in the segment. Why Did MINI Kill the Manual In the First Place? The manuals demise has long been coming due to emissions regulations, cost pressures, and the strategic consolidation around a more streamlined lineup, including the now-standard 7-speed dual-clutch transmission (DCT). (Full breakdown here). While the DCT offers faster shifts and greater efficiency, it’s not a one-to-one replacement for the tactile joy and mechanical connection that the manual represents—something baked deep into MINI’s DNA going all the way back to 1959. The shift away from that experience, however pragmatic, is understandably bittersweet for many fans of the brand. Of course, things can change. MINI USA hasn’t offered an official update since McKenna’s comments in late 2024, and product planning often remains fluid, especially in a market as enthusiast-driven as ours. But if the recent reports are accurate—and all current indicators suggest they are—the door may have closed for the manual in this current generation of MINIs. As always, we’ll keep a close eye on the story and continue to report as more details emerge. Until then, enjoy those third pedals if you’ve got them. The post MINI’s Manual Transmission Future Once Again Looks Grim appeared first on MotoringFile. View the full article

In a surprising turn of events, Fiat has taken a bold step by transforming its electric 500e into a hybrid model equipped with a manual transmission. This move comes in response to underwhelming sales figures for the 500e, prompting Fiat to rethink its strategy and cater to a broader audience seeking affordability and familiarity in their vehicles. Could this move be a bellwether for other brands like MINI? The new Fiat 500 Hybrid retains the charming aesthetics of its electric predecessor but introduces a small 1.0-liter three-cylinder mild-hybrid engine paired with a six-speed manual gearbox. Fiat’s hope is that this combination will offer a more engaging driving experience, appealing to a segment of the popular that didn’t connect with the fully electric 500. Could MINI Follow Suit with the J01 and J05 Models? MINI faces a similar crossroads with its J01 (Cooper Electric) and J05 (Aceman Electric) models. While these all-electric vehicles highlight MINI’s commitment to electrification, their market reach has been limited by that very exclusivity. Yes, MINI offers the F66 as a combustion alternative to the J01, but with its lifecycle tentatively ending around 2030, the question looms: what comes next? Could MINI retrofit the more advanced J01 platform with a combustion engine—extending the life of petrol-powered MINIs into another generation? Perhaps even more compelling—and plausible—is the idea of re-engineering the Aceman to accommodate an internal combustion powertrain. The J05 was seen as a massive opportunity for MINI: its size, stance, and style align perfectly with what the market craves. But its all-electric nature has boxed it into a niche, limiting its broader appeal. Then there’s the wildcard: the manual transmission. Fiat has shown that it can be done, reverse-engineering the electric 500e into a hybrid with a proper six-speed stick. But would MINI take that risk, knowing full well the take-rate for manuals would likely remain low? Interestingly, recent discussions within MINI USA suggest there’s strong internal support for bringing manuals back, acknowledging the loyal community that still craves that mechanical connection. Still, reviving the manual—or combustion, for that matter—would require substantial re-engineering, particularly with emissions and safety regulations tightening globally. The Road Ahead: Balancing Innovation and Tradition Fiat’s radical rethink proves one thing: it’s possible to adapt EV platforms to support hybrid systems—and even manual gearboxes—if the market demands it. For MINI, following a similar path could broaden appeal, blending efficiency with the brand’s traditionally engaging driving experience. What do you think? Would a combustion powered Aceman interest you? Or how about a manual Cooper? The post Stellantis to Re-Introduce Combustion, the Manual Transmission Fiat 500 – Could MINI Follow? appeared first on MotoringFile. View the full article