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Famed Design Ian Callum and renowned coahbuilder Wood & Pickett are reimagining the classic Mini as a £75,000/$125,000 Singer like retro-build. When news first broke of Callum’s collaboration with the revived Wood & Pickett name, it raised both eyebrows and expectations. After all, Callum is the mind behind the Aston Martin DB9 and Jaguar F-Type, and Wood & Pickett is deeply woven into the Mini’s golden era—the go-to coachbuilder for London’s elite in the ’60s and ’70s. But reinterpreting a 66-year-old automotive icon is a tightrope walk, especially in a market flooded with overcooked, overbuilt restomods. Thankfully, Callum and his 36-strong team have resisted the urge to shout. Instead, they’ve chosen to whisper—with precision, elegance, and just the right amount of power. The “Wood & Pickett Mini by Callum” begins life as a Mk5 Sportspack (1997–2001), which is then stripped and rebuilt with exacting detail. Under the bonnet, a 1.3-liter A-Series engine has been bored out to 1,310cc, fitted with a Stage 3 aluminum big-valve head, twin-point injection, and a twin-exit exhaust. Output climbs to a healthy 100–110 bhp—more than enough, as Callum notes, for a Mini. A new five-speed transmission, tuned final drive, ventilated disc brakes, and Hi-Lo adjustable suspension bring the dynamics into modern territory without overwhelming the car’s original spirit. Visually, it’s an exercise in tasteful restraint. Extended wheel arches and subtle valances connect via new sills. Boxy LED rear lamps modernize without erasing character, and crucially—mercifully—the seams are still intact. “We won’t de-seam,” Callum says. “It adds weight, takes away character, and a significant part of the Mini’s strength is in those seams.” It’s a subtle but crucial nod to authenticity, especially in a space often guilty of over-sanitizing what made the Mini brilliant to begin with. The lowered stance rides on unique 6J wheels wrapped in 175-section tyres, backed by a bespoke camber kit and power steering. These aren’t cartoonish upgrades—they’re precise, functional, and refreshingly aware of the Mini’s physical limitations and aesthetic boundaries. Inside, the cabin is both a time machine and a triumph of modern craftsmanship. Tan Bridge of Weir leather, a redesigned wood-trimmed dash, and metal toggle switches revive the original Margrave ethos, while a compact touchscreen and wireless Apple CarPlay ensure the experience doesn’t feel stuck in 1973. Yes, there are even cup holders—a practical nod from Callum, who jokes, “at least you can see the instruments now.” The first customer car belongs to David Gandy, model and longtime Mini enthusiast. At 6’3”, Gandy required some ergonomic finessing to fit, but the process, he says, was like tailoring a Savile Row suit. The bronze paint, a nod to Steve McQueen’s classic Cooper, gives the car its signature look. “You know it’s a Mini, but it’s clearly reimagined,” Gandy says. “There’s the greatness of the Mini, but just improving on every aspect of it. I’m in love with it already.” What makes this project especially meaningful is its direct connection to a coachbuilt legacy. In the 1960s, Wood & Pickett squared off with Radford for the hearts—and wallets—of London’s elite. From Peter Sellers and Britt Ekland to Enzo Ferrari and The Beatles, the list of Mini clients reads like a social register. The original Margrave Mini was a status symbol in a 10-foot package, and while today’s version carries a £75,000 starting price, that’s not outrageous in a world where bespoke anything is pushing six figures. And it’s already proven viable—ten builds have been sold, with more likely on the way. But beyond price or spec sheets, the Callum x Wood & Pickett Mini taps into something older and deeper: the Mini as a blank canvas for individual expression. From its earliest days, owners hacked, tuned, painted, and rebuilt these cars to make them theirs. Callum’s reinterpretation is just the latest, and perhaps one of the most considered, evolutions of that idea. Whether this car is a love letter to Mini culture, a design exercise, or a luxury object is almost beside the point. It’s a reminder that even in an era of digitized performance and AI-tuned everything, there’s still value in hand-built charm, analog feel, and properly stitched leather seats. And as far as restomods go, this one might just be the benchmark—not because it’s loud, but because it knows when to whisper. The post Callum and Wood & Pickett Reimagine the Classic Mini with £75,000 Coachbuilt Precision appeared first on MotoringFile. View the full article

What starts on the racetrack doesn’t always stay there—at least not when BMW Group sees a future in it. After years of R&D and real-world abuse in motorsport, natural fiber composites—think flax instead of carbon fiber—are finally production-ready. And while the headlines are all about BMW M, this quiet revolution in lightweight, low-carbon materials could be MINI’s gain too. These flax-based composites, developed in collaboration with Swiss clean-tech outfit Bcomp, are lighter, greener, and easier to recycle than conventional carbon fiber. BMW’s been road-testing them in Formula E, DTM, and the M4 GT4 since 2019, and they’ve held up under pressure. We’re not talking about interior trim bits here—these materials have proven themselves tough enough for load-bearing components like roofs. In fact, BMW claims swapping traditional carbon fiber for these natural composites can slash CO? emissions in production by up to 40%. So what does this mean for MINI? Think JCW. Think high-performance variants where every gram counts but where the brand’s increasingly eco-conscious image also matters. The days of raw carbon fiber bragging rights may be numbered if MINI can offer lighter, more sustainable, and equally sexy alternatives. Imagine a next-gen JCW GP where your bonnet scoop and roof aren’t just performance-enhancing but planet-friendly too. With BMW M giving these materials the Nürburgring torture test, it’s only a matter of time before MINI gets access to the tech. And let’s be honest—MINI’s design language is practically begging for visible weave textures and creative finishes that these composites naturally offer. So yes, MINI fans: sustainability might just be the next performance mod. The post BMW is Replacing Carbon Fiber With Lighter, Stronger & More Sustainable appeared first on MotoringFile. View the full article

Another podium. Another test passed. MINI John Cooper Works and Bulldog Racing have wrapped the 2025 Nürburgring 24 Hours with a strong second-place finish in the SP3T class—marking their third consecutive podium in as many years. This time, it was the BMW M2 Racing team that edged them out for the top step, but make no mistake: this was a race that pushed every limit. Over 24 relentless hours, the JCW covered 111 laps—more than 2,700 kilometers—on one of motorsport’s most punishing circuits. That effort wasn’t just about endurance; it was a showcase of MINI’s engineering grit and a team that knows how to rally through chaos. The weekend included a rare full-course interruption due to a power outage, but Bulldog Racing never lost stride. After the restart at 7:45 p.m., the driver crew dug in, clawing back more than 60 positions in the overall standings before Sunday’s checkered flag. The lineup—Samantha Tan (CAN), Toby Goodman (GBR), Sebastian Sauerbrei (GER), and Markus Fischer (AUT)—proved composed and quick in equal measure. Fischer once again logged the team’s fastest lap, a blistering 10:02 that beat his own benchmark from 2024. For Tan and Goodman, it was a debut at the “Green Hell”—and a highly respectable one at that, with both drivers helping secure a class P2 on their first try. Of course, it wouldn’t be MINI without making a statement on and off the track. The JCW’s Deus Ex Machina-designed livery stood out among the grid, adding a creative layer to MINI’s growing motorsport presence. As we noted in our pre-race coverage, the car felt as much like a rolling design manifesto as a hardcore endurance machine. And the fans noticed. A record-setting 280,000 spectators turned out to watch the action—and stayed with it through the mist, mayhem, and music that define the Nürburgring 24 experience. It was, once again, the most unique event in all of motorsports. A nod of respect to ROWE Racing and BMW M2 Racing for their victories in the overall and SP3T categories, respectively. MINI’s performance may not have topped the class this year, but it confirmed something more important: this team is now a fixture on the Nürburgring podium—and it feels like they’re just hitting their stride. A huge congrats to the entire team for another incredible effort. The post MINI JCW & Bulldog Racing Clinch a Gritty Podium at Nürburgring 24 Hours appeared first on MotoringFile. View the full article

After a grueling 24 hours, MINI has taken the checkered in P2 in the SP 3T class. While it’s not a class win like last year, it’s a huge result for the team in a class that has gotten a bit more competitive since last year. But as always, simply finishing the Nurburgring 24 Hours is a massive accomplishment. Especially given the stock nature of the F66 MINI Cooper JCW that the team raced. Congrats to the Bulldog Team and MINI on an incredible result! Screenshot The post MINI Places P2 in the Nurburgring 24 Hours! (Developing…) appeared first on MotoringFile. View the full article

The MINI Bulldog Racing Team is once again taking on its role of giant killer at the most grueling 24 Hours race in the world: The 24 Hours of Nurburgring. Follow below for all the latest updates as well as photos from arriving at the track to qualifying. How to Watch: The ADAC Ravenol 24-h official YouTube channel will stream free qualifying rounds and the race worldwide, except geo-blocked regions (including the U.S., Canada, Hungary and France). In Europe, it’s also available via Eurosport, Discovery+, Max or local motorsport channels. In the U.S. and Canada, SPEED-SPORT-1 (free via Amazon Freevee or as app on Roku and Apple TV) typically carries flag-to-flag coverage. Update 1 (Wednesday): The first part of this year’s race is actually at the town in the center of the track. Along with other cars, MINI joined the Adenauer Racing Day parade through the Adenau town centre. Updated 2 (Friday): MINI has qualified 6th in the very touch SP 3T Class with a time of 10:08.492. The first session included a close call at a high-speed portion of the Nordschleife but luckily was gathered up. The JCW’s time however is down some 30 seconds to the pole-sitting VW GOLF 7 GTI TCR DSG. Can MINI overcome that deficit? If there’s one thing we know about this race, the favorites not only have a hard time winning but often don’t even finish. Updated 3 (Race Day): (developing) The post Live Updates: MINI at the 2025 Nurburgring 24 Hours appeared first on MotoringFile. View the full article

Following last year’s SP3T class win, MINI and Bulldog Racing return to the Nürburgring 24 Hours on June 21–22, 2025, aiming to defend their title with a more seasoned team, a refined car, and a bold new wrap designed in partnership with Deus Ex Machina. As detailed in MotoringFile’s coverage, this year’s campaign is MINI’s most ambitious yet, blending race-proven hardware with cultural flair. The Car Built on the production-spec F66 JCW platform, the 2025 entry marks a shift from last year’s pre-production effort to a fully matured chassis. The car sports genuine MINI John Cooper Works accessories—from aerodynamic components to mechanical upgrades—paired with a wrap created by fashion brand Deus Ex Machina. The result is a striking mix of performance and attitude that MotoringFile aptly described as a “moving sketchbook.” The Drivers This year’s lineup introduces Canadian GT standout Samantha Tan, joining returning drivers Markus Fischer, Sebastian Sauerbrei, and Toby Goodman. Our driver profile noted Tan’s strong performance across multiple endurance events, positioning her as a key addition to the team’s endurance push. The Race The Nürburgring 24 remains one of motorsport’s most punishing tests: a 25.378 km loop, packed with over 170 turns and subject to dramatic weather swings. As we explained, MINI’s class win in 2024 came during a weather-shortened stint, showcasing potential but leaving the full-distance question open. This year, the car—and the team—arrive with a full development cycle behind them, aiming to validate that early promise over the entire 24 hours. How to Watch The ADAC Ravenol 24-h official YouTube channel will stream free qualifying rounds and the race worldwide, except geo-blocked regions (including the U.S., Canada, Hungary and France). In Europe, it’s also available via Eurosport, Discovery+, Max or local motorsport channels. In the U.S. and Canada, SPEED-SPORT-1 (free via Amazon Freevee) typically carries flag-to-flag coverage. The post MINI at the Nurburgring 24 Hours – How to Watch & What to Expect appeared first on MotoringFile. View the full article

Since the introduction of the F66 generation, MINI fans in the U.S. have had two big asks: bring back the manual or give us shift paddles. While the manual is still MIA, the second wish has finally come true. For 2026, MINI USA is officially offering the long-awaited JCW Style package on the Cooper S—complete with real paddles, bigger brakes, adaptive dampers and JCW looks, all for just $1,200. And yes, it’s the exact setup we called the best non-JCW MINI sold. Where it fits in the US range American buyers previously could choose among three visual “Styles” – Classic, Favoured and Iconic – none of which include paddles or chassis upgrades. Our original review spelled out the problem: Classic keeps things dark and simple, Favoured adds flash, but both fall short for drivers who want tactile control. JCW Style slots above them, turning the S into a true middleweight without stepping on the full JCW’s toes. What the package adds Ticking JCW Style brings the same JCW seats, steering wheel and trim from the full JCW model. In terms of mechanical upgrades it adds steering wheel mounted paddles, larger brake rotors with more aggressive pads, retuned Dynamic Damper Control and a sharper throttle map. None of those parts appear in the regular Classic, Favoured or Iconic Styles, so the change is more than cosmetic. How it drives – after 600 Our week-long, 600-mile test on Midwest tarmac confirmed the hardware matters. MINI’s revised throttle mapping makes this car feel eager, perhaps the best since the R56 in terms of responsiveness. The wider track (that all new F66s have) and firmer damper calibration give the JCW Style car an extra degree of precision mid-corner. The stronger brakes bite harder and earlier, while the recalibrated DCT finally behaves like a partner instead of a by-stander; the paddles grant instant torque on exit and unlock ten-second “Boost Mode” by holding the left paddle. Ride quality in Normal stays civil, so the car remains an effortless commuter between spirited blasts. The value play MINI still charges roughly six thousand dollars more for the full JCW, yet JCW Style delivers 98% of the look, the key chassis bits and genuine manual control for well under two percent of the Cooper S sticker. Model (excluding $995 destination)2026 MSRPJCW StyleF66 Cooper S Hardtop 2 Door$33,000$1,200F67 Cooper S Convertible$37,900$1,200F65 Cooper S Hardtop 4 Door$33,800$1,200 Enthusiasts who spend more time on back roads than race tracks will find the trade-off easy to justify – especially with insurance and running costs are identical to a standard S. MotoringFile verdict JCW Style corrects every gripe we had with the US-spec Cooper S: it looks right, it stops better, it talks back through the wheel and it finally lets the driver pick the gears. Until MINI brings back a manual gearbox, this is the Cooper S we would park in the MotoringFile garage – the sweet spot between daily usability and weekend thrills that American MINI fans have been waiting for. The post 2026 MINI Cooper S JCW Style Package Officially Hits US Showrooms: Pricing, Features and Ordering Guide appeared first on MotoringFile. View the full article

Last week we covered MINI USA’s 2026 line-up and its rejigged pricing, equipment and option packs. Hidden in all that fine print was a notable absence: the electric MINI Countryman SE. MINI listed every model and configuration yet left the battery-powered Countryman out entirely, prompting the inevitable question of whether the brand plans to pull the car from the US market. MINI USA’s official statement offers a clue. “The MINI Countryman SE ALL4 will remain as a 2025 model. Details regarding future pricing and offer structure will be announced at a later date.” That reads less like a death notice and more like MINI keeping its powder dry until it can nail down new numbers. The only plausible scenario for an outright withdrawal would be if importing the car became too costly relative to the volume it sells. Far more likely is that MINI USA is waiting to see how looming tariff negotiations shake out before it locks in 2026 pricing on what is, after all, its most expensive model. MINI USA sales snapshot, Q1 2025 MotoringFile’s deep dive into the latest data shows the brand has momentum. MINI shifted 6,976 cars in the United States during the first quarter of 2025, a 9.5 percent jump over Q1 2024. The fresh five-door Cooper did most of the heavy lifting, clocking 1,289 sales and rising nearly 80 percent year on year. Countryman demand surged too, up about 50 percent and clearing the 3,000-unit threshold for the first time. Not everything was rosy: three-door Cooper sales slipped 8 percent, a decline dealers tie to the loss of the manual gearbox, and Convertible deliveries are only now ramping after a late start. Still, the figures confirm that MINI’s new-generation range is resonating with buyers. Our Take We have logged plenty of miles in the U25 Countryman SE and the takeaway is simple: this is the most grown-up MINI yet. Yes, the SE carries 886 lb more than the petrol JCW and never feels quite as light on its feet, but the extra heft buys silence, long-legged comfort and 245 miles of real-world range. Torque is instant, the driving experience engaging, and the cabin finally offers space to match crossover expectations. Pricey? Absolutely. Yet for many buyers it is the best daily-driver MINI we have ever tested, blending trademark character with maturity the brand has rarely shown before. The post Is the Electric MINI Countryman SE Leaving the US? appeared first on MotoringFile. View the full article

MINI has just unveiled the full roster for its 2025 Nürburgring 24?hour assault—and eyes will be locked on one big change: Charlie Cooper won’t be behind the wheel. Instead, Bulldog Racing and MINI John Cooper Works are bringing in Canadian BMW works driver Samantha Tan for her debut in the Green Hell. Samantha Tan Joins Bulldog Racing At 27, Samantha Tan arrives with a résumé that leaps off the page: GT World Challenge wins in America and Europe, a 24H Series champion, plus strong finishes in Mugello, Spa and just last weekend at LeMans. Officially named part of the MINI John Cooper Works line-up today, this marks her first outing with the team on N24 duty. Why Charlie Cooper Stays on the Sidelines Cooper’s absence is notable and unfortunate. However a slower than expected recovery from knee surgery is keeping him out of the car this year. Technically replacing Charlie will be MINI Challenge driver Toby Goodman. With Toby and Samantha onboard, clearly MINI and Bulldog Racing are bringing the heat with this year’s line-up. Samantha Tan (CAN) – A BMW works-backed endurance ace, stepping up from GT World Challenge and 24H Series to tackle the Nürburgring intensity. Markus Fischer (AUT) – A Nürburgring specialist and ’24’s SP4T fastest-lap hero, staying on to chase back?to?back class wins. Sebastian Sauerbrei (GER) – A track rat veteran, whose countless test miles and N24 starts bring vital circuit wisdom. Toby Goodman (GBR) – Still only 23, but already a repeat podium threat after racing his way up from MINI Challenge Trophy. How MINI has Progressed at the ‘Ring Since it began its (almost) factory effort, MINI has been steadily progressing up the rankings: 2022 – Running one of the JCWs with Bulldog, MINI made waves but retired in SP4T after on-track drama . 2023–2024 – MINI doubled down, clinching class victory in 2024 thanks to ‘Ring ace Markus Fischer (now also retained in ’25’s line-up) . 2024 – The headline wasn’t just the win; it was the team cohesion, long stints, and race craft that made MINI more than a favorite—it made it a serious contender. The Bigger Picture: MINI’s N24 Strategy From a crash-and-burn SP4T debut in 2022 to an SP4T win in 2024, MINI’s rise through the ranks has been rapid and dramatic. The addition of a polished works driver in Tan signals MINI’s new approach: calibrating fun with factory-level discipline. As we recently highlighted, MINI is explicitly targeting “back?to?back Nürburgring 24?hours victories”. Bringing in Samantha Tan, a grounded talent with a Sideline of global endurance cred, underscores that aspiration. How to Watch the Nürburgring 24 Hours Good news: in most of the world, you’ve got options. The ADAC Ravenol 24h official YouTube channel will stream free qualifying rounds and the race worldwide except for geo?blocked territories (including the U.S., Canada, Hungary and France). In Europe, you can typically catch it via Eurosport, Discovery+, Max or regional motorsport channels. In the U.S. and Canada, SPEED?SPORT?1 (available free via Amazon Freevee) usually carries flag-to-flag coverage The post MINI’s Nurburgring 24 Hours Driver Line-Up is Set and there’s a Surprise Addition appeared first on MotoringFile. View the full article

MINI at the Nürburgring 2023: A Manual Gearbox, a Podium Finish, and a Story Worth Telling This weekend MINI heads back to the Nurburgring to tackle the famous 24 Hour race. So this week we’re looking back and we’re starting with the 2023 race – when MINI did something a bit crazy. When MINI rolled onto the grid of the 2023 Nürburgring 24 Hours with the JCW 1to6 Edition, the odds weren’t exactly in its favor. It was the only car in the race with a manual gearbox—a rare anomaly in a field dominated by paddle-shifted precision. It wasn’t the fastest. It wasn’t the most advanced. But by the end of 24 grueling hours, it was one of the most talked-about cars in the entire event. I asked Charlie Cooper about the experience during while we were at the track shortly after the race. Piloted by Bulldog Racing and dressed in striking stealth-black livery, the JCW 1to6 was a near-stock MINI built to celebrate the purity of driving. No dual-clutch trickery, no turbo-boosted telemetry warfare—just 231 horsepower, a six-speed stick, and a chassis honed by history. And in the hands of a team that included Sebastian Sauerbrei, Michael Mönch, Christoph Kragenings, and Charlie Cooper—the grandson of John Cooper himself—it clawed its way to an astounding second place in the VT2 class. It wasn’t a clean race. After charging through the night with lap times in the low 10-minute range, the car suffered a blown fuel line shortly after midnight. What could have been a terminal setback became instead a defining moment of grit: the team executed quick repairs, returned to the fight, and gradually reeled their way back into podium contention. Charlie Cooper’s presence wasn’t just symbolic—it was kinetic. His pace was sharp, his stints clean, and his connection to the family legacy tangible. We sat down with him post-race to talk about what it meant to carry the Cooper name back to the Nordschleife and how it felt to help pilot a manual MINI to one of the standout performances of the entire event. MINI’s 2023 Nürburgring campaign wasn’t about setting records—it was about making a statement. In an age of increasingly homogenized performance cars, the 1to6 Edition stood out because it dared to be MINI. It reminded us that raw, analog driving joy still has a place in endurance racing—and that the MINI spirit, decades after Monte Carlo, is still alive and gunning. The same can be said for MINI’s latest 2025 JCW race car set to tackle the ‘Ring this weekend. No, it’s not a manual anymore, but the spirit of a production-based MINI hatch tackling the toughest race in the world is still alive and well. The post How a Manual MINI and Charlie Cooper Took on the 2023 Nurburgring 24 Hours appeared first on MotoringFile. View the full article

Let’s face it, MINI’s leather seats generally don’t offer the highest quality materials. While the Lounge Leather MINI offered from 2007 to 2024 was excellent, the normal leather seats (that the vast majority of MINI’s left the factory with) felt and sometimes looked like the fake stuff. Case in point our 2024 MINI JCW Clubman with the Malt Brown Chesterfield seats. They look great from a distance but the moment you get up close you see how they fall short of the quality you might hope for. Which got us wondering, is there a product out there that could potentially fix that? We’ve tried a lot of various products over the years but there was one that we haven’t and had quite a cult following – Leather Honey. It’s an interesting product in that it’s old school in a sea of synthetic, modern gels and sprays that smell like cheap cologne We’ve found that many of those products have a great first impression, but forgettable five minutes later. Leather Honey’s own description read a bit more like a slow burn. It didn’t promise instant showroom sparkle. Instead, it claimed to work under the surface, reviving tired, dried-out leather from the inside out. Originally cooked up in 1968 (back when a MINI had 10” wheels), Leather Honey is an old-school, oil-based conditioner that actually conditions. No silicones, no water, no petroleum byproducts pretending to be “moisture.” It’s all about long-term leather health—something MINI owners with leather should absolutely care about. So, how does it actually work? We ground that Leather Honey soaked into the hide like it was meant to be there. The company claims that it penetrates deep into the leather’s fibers, restoring the oils that UV rays, friction, and time have wicked away. To our eyes (and hands) it did just that. How’s it different from the usual suspects? FeatureLeather HoneyTypical Leather ConditionerFormulaNon-toxic, oil-basedOften water-based, with solvents or siliconeLongevity4–6 months (listed)Maybe 1–2 monthsFinishMatte, natural feelOften shinyApplicationThick, a bit sticky until absorbedLight, fast-dryingLeather TypeFull-grain, top-grain, automotive leather and vegan leatherNot always safe for all types It’s thick—almost syrupy—but quickly blends well into the surface. Immediately there’s a more supple finish. But you can’t grade a product like this on how it looks moments after application. The real question is how it holds up. After a few hours what you get back is more supple leather with a subtle, natural finish. No greasy shine, no fake-gloss nonsense. And unlike that bottle of leather spray you picked up at the auto parts store that smells like a taxicab air freshener, we found that this stuff lasts. It’s been two months since our first application and you can still see the difference. Two months later and we can still see a difference. Conclusions If you’ve got a leather-wrapped JCW steering wheel that’s gone chalky, or a set of Cordoba Beige seats that feel more like cardboard than cowhide, Leather Honey is worth your time. Especially in older MINIs, where leather wear can sneak up on you. It’s not a vanity project—it’s preservation. Even in our year old Clubman we saw an immediate difference. But the best part (and the real test) is how long it has lasted. Leather Honey Leather Care Kit we used is currently on sale at LeatherHoney.com and even more on sale at Amazon. Step-by-Step MINI Leather Care: Vacuum First: Get rid of grit and dust so you’re not grinding it into the leather during cleaning. Use Leather Honey Cleaner: Apply with a microfiber cloth or soft brush. Wipe off residue with a clean damp cloth. Let it Dry Completely. Apply Leather Honey Conditioner: Use a small amount—it spreads far. Work it in with a clean cloth. Let it absorb for at least 2 hours (overnight is best), then buff off any excess. MINI-Specific Tips: Watch the piping and perforations: Use less product around perforated leather (like JCW seats) to avoid clogging holes. Test a small spot first, especially if your MINI has white or light-colored leather. Leather Honey can darken it slightly—temporarily. Not for suede or Alcantara—you’ve been warned. Use a lint-free cloth and apply sparingly. Like torque on a MINI’s lug nuts, more isn’t always better. The post Review: Can Leather Honey Make MINI Leather Feel More Premium appeared first on MotoringFile. View the full article

How MINI’s most jaw-dropping concept went electric, almost reached showrooms and still shapes the brand today. Buried in BMW’s 2014 product minutes sits a line that still raises eyebrows: “MINI Superleggera – limited production approved.” For a brief spell the hand-formed, battery-powered roadster was more than a concours darling; it had a budget, a build slot and part numbers on the way. How that green light turned amber—and what the car has meant to MINI ever since—is the story that follows. Even MINI’s promotional video from the time is incredible. From Lake Como Lightning Bolt to Cult Icon Back in May 2014 the wraps came off the MINI Superleggera Vision at the Concorso d’Eleganza Villa d’Este. Designed hand-in-hand with Touring Superleggera, the one-off coach-built roadster mashed pure British cheek with Italian couture and—crucially—an all-electric power-train. Long bonnet, cartoon-short overhangs, hand-beaten aluminium and that dramatic rear fin shouted “1950s Le Mans” while hiding a closed grille that whispered “zero tail-pipe”. MINI’s own press kit called it “timeless beauty that blends the traditional with the modern” and highlighted hand-formed panels, Como Blue paint and Union-Jack tail-lamps that previewed today’s production MINIs. What the crowd didn’t know was that this car was running. Under the skin sat a workable battery pack and a rear-mounted e-motor good enough for parade laps in secrecy. Right from the start Superleggera was conceived as a halo EV, not a styling buck. Green-lit, Then Red-lit According to internal emails unearthed in Steve Saxty’s BMW by Design, MINI’s board actually approved a production run. Engineers pencilled in a €120 k price tag and former R&D boss Herbert Diess even rang up KTM to explore low-volume assembly. Ultimately complexity, margin anxiety and a model-range that was already ballooning killed the program. We’ve written about the Superleggera over the years but there’s our 2019 retrospective captured the heartbreak succinctly: “the car that was almost a halo—approved and then ultimately cancelled—yet it ushered in a new era of design thinking at MINI.” The incredible details of the Superleggera that we captured at its North America Debut Our Hands-On Experience Seeing the Superleggera is one thing; experiencing it in the metal is another. We were fortunate to spend quality time with the concept at its North American debut and were blown away—not just by the overall design, but by the exquisite details. Its classic silhouette, laced with thoughtful modern touches (especially inside), is a nuance lost in most press photos from the era. MINI clearly wanted this car on the street, and credit goes to then-head of MINI Design Anders Warming and his team for bridging classic and modern so effortlessly. Why It Still Matters in 2025 First it’s about the Design DNA – The Union-Jack light graphic, single-sheet aluminium dashboard and pared-back surfacing have all trickled into the J01 electric Cooper and U25 Countryman. In our conversations with former MINI design boss Oliver Heilmer, he pointed directly to the Superleggera sketches when talking about “reduction to the essentials” that formed the new MINI design language. The Superleggera may not be in showrooms, but its DNA hasn’t been forgotten. Especially given the fact that it was to be MINI’s first fully electric vehicle to hit showrooms globally. Before the Cooper SE, Superleggera proved to Munich that an emotional MINI could be electric (and potentially profitable) Could It Happen Now? With BMW’s Neue Klasse architecture arriving in 2026, an aluminium-space-frame MINI roadster could finally share batteries, motors and software without torpedoing margins. Touring’s lightweight “super-leggera” construction dovetails neatly with the platform’s flat-floor skateboard. The numbers still look brutal, but so did €120 k in 2015—nearly what Porsche now charges for a Boxster RS Spyder with no electrification. MINI’s current mantra is “less complexity, more character.” A coach-built, two-seat, 250-mile roadster that trades practicality for pure feel-good brand aura might be exactly the low-volume, high-impact statement the marque needs as it pushes toward 50 % EV sales by 2030. Killing the £35k J03 electric convertible last winter leaves MINI without an open-top EV. Fans still see a space for a limited-run roadster that would do for MINI what the Z8 did for BMW. But given the immense pressures are companies like BMW with recent tariffs and the massive investments in electrification, sadly we’re not holding our breath. Superleggera Official Photos and Sketches The post MINI Superleggera: Approved Electric Roadster That Never Reached Production appeared first on MotoringFile. View the full article

MINI and Bulldog Racing are heading back to the Nürburgring 24 Hours—not to bask in the glow of last year’s SP-3T class victory, but to defend it. After their 2024 triumph, the team is returning to the Green Hell with a bold new look, proven hardware, and an eye on back-to-back wins. A Rolling Sketchbook Meets the Green Hell The first thing you’ll notice this year? The livery. MINI’s latest endurance racer trades in traditional corporate graphics for a hand-drawn, “moving sketchbook” aesthetic, courtesy of MINI Design and BMW’s Designworks in collaboration with Deus Ex Machina. This black-and-white visual treatment is part art project, part marketing move—and it’s hard to ignore. From the bodywork to the team’s race gear, Deus’s urban surf-meets-motorsport vibe runs deep. Underneath the ink, the car is all business. The Bulldog Racing JCW is fitted with a full suite of genuine MINI John Cooper Works accessories—front and roof spoilers, side skirts, C-pillar trim, and more—finished in gloss black. In a refreshing bit of authenticity, these aren’t bespoke race parts; they’re available on the road-going F66/F67 MINI JCW models. What you’ll see flying down the Döttinger Höhe this weekend isn’t a one-off prototype—it’s an evolution of a car you can buy. Building on a Growing Legacy If MINI’s 2024 SP-3T class victory seemed sudden to casual observers, readers of MotoringFile will know otherwise. It was the result of a deliberate, multi-year campaign that began with Bulldog Racing’s radical GP-based entry in 2022. That car, a testbed for both endurance racing and brand positioning, laid the groundwork for the team’s current JCW program. More importantly, it signaled MINI’s intent to carve out a serious presence in modern endurance racing—a fitting next chapter for a brand with deep motorsport roots that trace back to the Monte Carlo Rally in the 1960s. The Challenge Ahead The 53rd Nürburgring 24 kicks off on June 21, pitting more than 130 cars against the Nordschleife’s unforgiving 25.38 km circuit. With 170 corners and nearly 300 meters of elevation change per lap, the Green Hell remains one of the toughest tests of driver, machine, and team endurance anywhere in the world. For Bulldog Racing, this marks their third consecutive Nürburgring 24 entry—and arguably their most challenging. The SP-3T field is deeper than ever, and class victories here are earned through relentless consistency, not just outright pace. Whether the team’s new livery and refined aero package translate to another win remains to be seen. Between Marketing & Motorsport It’s easy to get distracted by the aesthetics—Deus collabs, sketchbook liveries, stylish team kits. But beneath the marketing sheen, this program matters. MINI and Bulldog Racing are building a genuine endurance racing effort, one that serves as both a proving ground for the JCW brand and a subtle reminder that MINI’s motorsport story is far from over. As we’ve written before on MotoringFile, this isn’t about nostalgia; it’s about relevance. Racing at the Nürburgring gives MINI engineering insights that filter down to the street—and delivers a credibility boost no amount of lifestyle marketing can buy. Final Thoughts For MINI, the Nürburgring 24 Hours has been more than a spectacle over the last five years—it’s a proving ground. Seeing the F66 win last year was incredible. But it was an odd race full of fog and yellow flags. Can MINI win again under different circumstances? We’ll find out in just under two weeks. Quick Facts: Race53rd Nürburgring 24 HoursStart DateJune?21, 2025CarF66 MINI JCW, Deus liveryTeamBulldog Racing (factory supported independent team)TargetDefending 2024 SP?3T class victory The post MINI Cooper JCW Targets Back-to-Back Nürburgring 24 Hours Victories appeared first on MotoringFile. View the full article

MINI has always been a brand built on personality through design. From the moment the R50 debuted in 2001, it was clear this wasn’t just another hatchback—it was an automotive character study. With its chrome-ringed toggle switches, retro center speedo, and playful ergonomics, the MINI’s interior wasn’t just functional; it was fun. Now, in its latest generation, that personality has gone more digital—but not necessarily away. With the introduction of MINI OS9, the brand is attempting something rare in the auto world: translating its distinctive analog charm into a digital interface that feels just as expressive. Let’s break down how it’s doing that—and where the echoes of the past still linger. The Central Display: From Speedo to Command Center Then: The R50’s giant center-mounted speedometer was as controversial as it was iconic. It was more style than substance, sure—but it became the car’s visual and emotional centerpiece. Now: OS9 replaces the speedo with a gorgeous circular OLED display—but crucially, it’s still central, still round, and still the focal point of the cabin. This isn’t just a screen—it’s MINI’s modern version of theater. It hosts navigation, media, settings, and even playful animations tied to different “Experience Modes.” Think of it as the old speedo’s smarter, more expressive descendant. Switchgear & Interaction: From Toggles to Modes Then: Remember the tactile joy of flicking toggle switches in the R53 or R56? They didn’t always make sense ergonomically, but they made you smile. MINI interiors were filled with physical quirks—window switches in the center console, for example. Now: With OS9, physical interaction is pared back—but not entirely lost. A row of five toggle-style switches remains under the display (gear selector, volume, start/stop, etc.), giving a nod to the past. Meanwhile, the new Experience Modes allow you to transform the vibe of the cabin—lighting, screen graphics, and even sounds—all with a twist of the control ring or a voice command. It’s customization through mood, not mechanics. User Experience: From Quirky to Conversational Then: Earlier MINIs didn’t talk to you. They charmed you with their layout and feel, not AI. Now: Enter “Spike,” the animated English Bulldog assistant embedded in OS9. It’s a risky move, and one that feels gimmicky at times. But the execution is surprisingly MINI: a bit weird, slightly cheeky, and just self-aware enough. Spike tries to add character to navigation prompts, setting changes, and general interaction, acting as a digital co-pilot with personality. Still we turn it off. Design Philosophy: From Retro Design to Playful Minimalism Then: MINI was anti-mainstream. Round vents, chrome trim, and checkerboard patterns made it feel like a design object that just happened to be a car. Now: The new interiors take a minimalist, sustainable approach—fabric dash surfaces, fewer buttons, cleaner lines. But OS9 brings back that playfulness via color, movement, and context-aware interfaces. The Timeless mode even recreates a digital speedo in the classic MINI font—a subtle but clear link to the brand’s legacy. Does it work? To our eyes mostly. The Verdict: A New Language, Same Accent? MINI OS9 doesn’t abandon the brand’s physical design heritage—it decodes it for a generation raised on smartphones and personalization. The toggles may be fewer, and the textures may be digital, but the spirit remains: playful, surprising, and just a little rebellious. If MINI’s early cabins made you feel like you were in a boutique cockpit, OS9 aims to recreate that sensation with pixels instead of plastic. And so far, we think it’s doing a pretty compelling job. But what do you think? The post From Toggles to Touchscreens: Can MINI OS9 Channel the Brand’s Analog Past? appeared first on MotoringFile. View the full article

We recently spent a day behind the wheel of the new MINI Cooper JCW (F66) and came away with three positives and three negatives. Unlike our first few drives with the new JCW, this time we had limitless time to really dissect what we love about the new JCW and what we’d love to see improved. The first thing you might notice is that we’re not talking about single exhausts or single piston front brakes. Neither made the list because they simply didn’t feel that pertinent to the day to day driving we were doing in and around Savannah Georgia. But that doesn’t mean we didn’t find things for MINI to improve on. As you can imagine the lack of a manual tops that list. We also found some surprising positives. The DCT transmission, the throttle mapping and (naturally) the torque increase are noticeable improvements that materially impact what it’s like to live with the new JCW day to day. But you’ll have to watch the video for our full thoughts there. The post Video Review: The 2025 MINI Cooper JCW – What’s New, Improved & Missing appeared first on MotoringFile. View the full article

New colors, smarter tech, richer standard kit and, at last, paddle shifters for every S model. MINI’s 2026 range may look like minimal changes at first glance, yet under the paint lies a collection of changes that should matter to anyone who cares about how a MINI feels on the road. The headline is the John Cooper Works Style package. For the first time, you can tick a box on the order sheet of any Cooper S or Countryman S and get shift paddles, a JCW aero kit, uprated brakes and adaptive dampers — without paying full JCW money. MINI USA has finally adopted the JCW Style pack available in other markets, creating a halfway house between the warm S and the hot JCW. Critically this brings with it the JCW steering wheel and its shift paddles – finally answering a long-standing gripe of American enthusiasts who have been begging for manual control of the automatic gearbox. There is more. Sport-stripe combos have been opened up, the Countryman gains a new no-cost 18-inch Asteroid Spoke wheel, and Digital Key Plus means your phone can now replace one of the fobs that used to rattle around in your pocket. Prices nudge upward, but the extra kit keeps the value argument intact. Read on for the numbers, the kit changes and our take on why the 2026 tweaks matter. Pricing snapshot Model (base trim, excluding $995 destination)2025 MSRP2026 MSRP*ChangeCooper Hardtop 2 Door$28,950$29,750+$800Cooper S Hardtop 2 Door$32,200$33,000+$800Cooper Convertible$33,940$34,700+$760Countryman S ALL4$38,900$40,500+$1,600 What’s New for 2026 UpdateModels affectedDetailJCW Style packageAll Cooper S, Countryman S$1,200 (Cooper) / $1,400 (Countryman). Adds JCW aero kit, 18-inch wheels, red-stitched Vescin sport seats, JCW brakes, shift paddles and Dynamic Damper Control.Sport-stripe paletteCooper S, Countryman SBlack stripes can now pair with Jet Black, Glazed White, Multitone Blue or body-colour roofs. Red stripes stay JCW-only. $250 option.New wheelCountryman S ALL418-inch Asteroid Spoke wheel in black with all-season tyres. No-cost choice on Signature Plus or Iconic trims.Digital Key PlusMost 2026 builds after 1 JulyPhone-based key plus Setup and Service cards replace one fob on Comfort Access cars. Convertibles keep two fobs.Standard kit tweaksAll modelsWireless Apple CarPlay and Android Auto now standard. Classic trim gains heated front seats and a 12-speaker Harman Kardon system. JCW Style package – Why It’s a Big Deal Until now, American buyers who wanted manual control had two options: buy a manual gearbox or pay for the full JCW with paddles. The JCW Style pack finally gives automatic Cooper S owners tactile control over their gears and adds enough chassis hardware to make the upgrade more than cosmetic. First impressions (read our review) show sharper turn-in and much improved brake feel while ride comfort remains civil. You can read a full rundown of the JCW Style vs the real JCW here. 18-inch Asteroid Spoke wheel in black with all-season tyres. No-cost choice on Signature Plus or Iconic trims. Understanding the Price Increases Cooper family: The roughly three-per-cent yearly lift covers inflation and the newly standard heated seats and audio upgrade. Countryman: A larger jump reflects extra driver-assist tech and higher import tariffs, yet the starting figure still undercuts BMW’s X1 by about four thousand dollars. Our Take MINI’s 2026 updates are small but important improvements to the range. There are new toys for tech lovers, richer personalization for style seekers, and, crucially, shift paddles for drivers who like to stay in charge. And yes there are pricing increases. But given the state of the challenging tariff atmosphere in the US, not as bad as we would have expected. Full 2026 MINI USA Pricing Model Year 2026 Base PriceModel YearModel DescriptionBody GroupSignature TrimSignature PlusIconic Trim2026MINI Cooper Hardtop 4 DoorF65$30,500$32,900$34,6002026MINI Cooper S Hardtop 4 DoorF65$33,800$36,200$37,9002026MINI Cooper Hardtop 2 DoorF66$29,500$31,900$33,6002026MINI Cooper S Hardtop 2 DoorF66$32,800$35,200$36,9002026MINI JCW Hardtop 2 DoorF66$38,900$41,300$43,3002026MINI Cooper ConvertibleF67$34,600$37,000$38,7002026MINI Cooper S ConvertibleF67$37,900$40,300$42,0002026MINI JCW ConvertibleF67$44,600$47,000$49,0002026MINI Countryman S ALL4U25 ICEN/A$38,900$42,3002026MINI JCW Countryman ALL4U25 ICEN/A$46,900$49,400 The post MINI USA Unveils 2026 Line-up With New Options & Pricing appeared first on MotoringFile. View the full article

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

The 700th meeting under the White Roof has us leading off talking about poking. Who knew that was still a thing? Silliness completed, we jumped right into news from MotoringFile with a reminder about the fanciest MINI ever produced, the MINI Goodwood, before jumping into the rest of the news, stories linked below! If you missed this years MINIs on the Dragon, don’t do that again! Luckily for us, Chad took Detroit Tuned this year and tells us all about. You know we record the pre-show, right? And we make it available to you for free! Click over to blackroofradio.com to download. The hot tip is to use the RSS feed in your podcast app. Motoringfile Links MINI Goodwood: -https://www.motoringfile.com/2025/05/05/what-happens-when-mini-meets-rolls-royce-a-52000-experiment-in-restraint/ Paddleshift gate updates: -https://www.motoringfile.com/2025/02/05/exclusive-mini-to-bring-shift-paddles-back-to-the-countryman-s/ -https://www.motoringfile.com/2025/05/07/exclusive-mini-usa-to-add-jcw-trim-and-shift-paddles-to-the-2026-cooper-and-cooper-s/ Special Edition 2000 GT: -https://www.motoringfile.com/2025/02/10/exclusive-mini-cooper-2000-gt-special-edition-coming-later-this-year/ Key Fob: -https://www.motoringfile.com/2025/02/11/mini-to-offer-a-single-key-fob-on-all-new-cars/ Oxford Edition coming back: -https://www.motoringfile.com/2025/02/22/official-miniusa-is-bringing-back-the-oxford-edition-for-2025-here-are-the-details/ RWD for electric: -https://www.motoringfile.com/2025/02/26/minis-big-shift-how-rear-wheel-drive-could-transform-future-electric-models/ Offroad MINI: -https://www.motoringfile.com/2025/05/12/minis-off-road-history-may-finally-be-coming-to-showrooms/ 2006 R53 the best MINI: -https://www.motoringfile.com/2025/05/12/minis-off-road-history-may-finally-be-coming-to-showrooms/ The post White Roof Radio 700: A Trail of Ibuprofen appeared first on MotoringFile. View the full article