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Last week we gave you a sneak peek of the last ever combustion powered (F66) MINI Cooper JCW. Today we’re doing the same for the highly anticipated electric (J01) MINI Cooper JCW. Thanks to exclusive sources, we’ve got some surprising details on the first ever electric JCW including power and launch timing. Let’s start with the big news. The electric MINI JCW will easily surpass the petrol F66 MINI Cooper JCW in terms of outright horsepower. Sources tell us to expect a power output of 252 hp vs 231 hp from the petrol powered F66. However surprisingly the J01 JCW will actually have a bit less torque than the F66 with 255 ft lbs. But given its electric motor and the instantaneous nature of its torque, it may feel even quicker off the line. Given that we expect 0-60 times likely in the mid 5 second range. The J01 MINI Cooper JCW’s aero wheels MINI has been limiting its electric cars to 170 km/h (105.6 mph) due to the car’s already limited range. However they’ve made the decision to lift that limit which allows the J01 JCW to reach a top speed of 124 mph – quite a ways off of the 152 from the F66 JCW. Speaking of range, we can confirm the battery size will remain the same as the SE models at 54.2 kWh with 49.2 kWh usable. Because of the increased performance, we’d expect range to decrease a bit – perhaps as much as 5-10%. That could take the 250 mile WLTP range down to between 225-237 miles. MINI will follow its typical formula with mild revisions to suspension settings from the standard J01 SE rather than a wholesale suspension redesign that we’d see in a BMW M car. Think of this new JCW (and all standard JCW models for that matter) as following the BMW M Performance strategy of upgrading suspension and braking components rather than anything radically different. One thing that is new and a big visual differentiator between the F66 JCW and even the J01 Cooper SE with the JCW Style are those aero optimized 18″ wheels. It’s unclear what brakes those wheels are hiding underneath but sources tell us to expect a larger four piston set-up. Left: the J01 JCW. Right: the F66 JCW The F66 JCW vs the J01 JCW The J01 may have the edge on the F66 in terms of power, but as the chart below shows, reality is much more nuanced. The F66 has a substantial 717 lbs weight advantage over the J01 and thus we expect it to be faster around most tracks. Then there’s the torque from the F66 which will allow for more grunt out of corners. J01 Cooper JCWF66 Cooper JCWPower252 hp231 hp Torque255 lb-ft280 lb-ft / 1,500 rpmTop Speed124 mph152 mphTransmissionSingle Speed7 speed DCTTrack1538 mm / 61 in1499 mm / 59 inLength (mm/in)3858 mm / 151.6 in3879 mm / 152.7 inHeight (mm/in)1460 mm / 54.4 in1431 mm / 56.38 inWheelbase (mm/in)2526 mm / 99.4 in2495 mm / 98.23Curb weight (kg/lbs)1730 kg / 3814 lbs1405 kg / 3,097 lbs Then there’s the outright speed. The F66 will top out at 152 mph while the electric J01 will be limited to 124 mph (likely for battery efficiency reasons). Put it all together and it would seem (on paper) that the petrol powered JCW will be the faster of the two in many circumstances. Except perhaps for one. With its instantaneous torque, the J01 may actually be the faster of the two in those short, stop light drag races. Left: F66 JCW. Right: J01 JCW 2025 J01 MINI Cooper JCW – Launch Timing and Availability The J01 MINI Cooper JCW will debut October 24th right here on MotoringFile (alongside the F66). Production will start in January of 2025 and should reach European showrooms in March of 2025. ModelDebut DateStart of ProductionJ01 JCW (electric)10/202401/2025F66 JCW (petrol)10/202411/2024 While the J01 JCW will initially be made exclusively in China by MINI’s partner Spotlight Motors, 2026 should see the model expand production to the MINI’s Oxford UK plant. This move will open the door for North American export with no tariffs applied likely around 2026. The post J01 Electric MINI Cooper JCW Release Dates & Performance Details appeared first on MotoringFile. View the full article

Our favorite US based MINI race team has taken two victories at our favorite US race track. The MINI John Cooper Works Team made a strong showing at the demanding Road America in Elkhart Lake, Wisconsin. This follows a solid performance at Virginia International Raceway (VIR) in Week 4, where the team earned five podiums, including a victory in Race 2. These results continue a trend of success at Road America, where the team previously secured four podiums in 2023, including a first-place finish. Cristian Perocarpi took both wins in the Touring Car (TC) class at the wheel of the #37 MINI JCW PRO, with support from teammate Scott Thomson in the #66 MINI JCW PRO. The Touring Car A (TCA) class saw contributions from P.J. Groenke in the #62 MINI JCW and Bruce Myrehn in the #63 MINI JCW. In line with MINI’s emphasis on owner customization, the #37 MINI JCW PRO driven by Perocarpi featured a distinctive rooftop graphic during the weekend. The MINI JCW Race Team was joined by three MINI dealer technicians from MINI of Des Moines, International MINI, and MINI of Orlando as part of the MINI Technician Race Crew Program. This initiative sees MINI dealer technicians working alongside the race team at each event, bringing their everyday expertise to the track. Last season, over 20 technicians supported the team, which was recognized as Crew of the Year by the series’ participants and competitors. The MINI JCW Race Team finished as runner-up in both the Manufacturer’s and Team Championships in the 2023 SRO TC America Series. With two race weekends remaining, the team will head to Barber Motorsports Park on September 6–8, followed by the season finale at Indianapolis Motor Speedway on October 3–6. The post MINI USA & the JCW Team Win Both Race at Road America appeared first on MotoringFile. View the full article

As sales of electric cars slow and European an UK mandates get more aggressive, automakers are beginning to feel the pressure. While BMW and MINI are positioned well to pivot in either direction, even they are beginning to formally question the banning of internal combustion cars. BMW CEO Oliver Zipse recently went on record saying that the European Union’s plan to ban new internal combustion cars by 2035 is the “wrong approach”. Further he believes that the time is right to accelerate the roll-out of synthetic fuel as an alternative. The EU isn’t outright banning internal combustion engines in 2035 as they are allowing synthetic fuels (or e-fuels as some call them) to be used to power hybrid internal combustion engines. However because of the current state of e-fuels and the cost associated with them, Zipse argues that it “would be a deliberate ban on combustion engines through the back door”. What Are Synthetic Fuels? Synthetic fuels, also known as e-fuels, are liquid or gaseous fuels that can be used in cars and other vehicles that run on diesel or petrol. They are made from renewable energy sources like solar, wind, or hydroelectric power, and are designed to have the same properties as fossil fuels. Synthetic fuels can be carbon neutral and have a number of interesting benefits: Reducing emissions: Synthetic fuels can reduce emissions by up to 85%. Extending engine life: Synthetic fuels may help extend the life of a car’s engine. Using existing infrastructure: Synthetic fuels can be dispensed from existing filling stations and used in traditional combustion engines. Should the EU (and other countries like the US) support the production of e-fuels lowering the cost of entry and allowing for alternatives to EVs? It could be a much more welcome solution for those who live in areas where the EV charging network won’t mature for years if not decades. It would also current internal combustion engine cars (which are lasting longer than ever) to be materially better for the environment. Finally it could keep costs lower on entry-level models since they could rely on tried and true internal combustion engines vs more expensive battery technology. As it stands MINI plans to cease production of its last internal combustion models in late 2030 shifting to all electric cars. However policy changes and consumer buying patterns could change that. What do you think? Should e-fuels be a bigger part of the government’s strategy moving forward or should they continue to focus on EVs? The post BMW CEO: Ban on Combustion Engines is the Wrong Approach appeared first on MotoringFile. View the full article

The first ever electric MINI Countryman SE delivers the electric driving experience we’ve been waiting for. But how does it compare with its petrol siblings and does it still feel MINI-like? The first ever electric MINI Countryman SE is finally here. With 313 hp, 360 ft lbs and over 4,500 lbs this a very different kind of MINI. But can it still be fun? With the first cars have been landing at MINI showrooms over the last few weeks, we thought it was time to revisit the Countryman SE we tested earlier this year and talk about what we found and whether you should think about buying one. Finally MINI is launching a fully electric car that’s meant for those of us that can’t quite make the Cooper work in our daily lives. But what’s it like to drive the electric Countryman SE and how could a 4,574 lbs car feel like a MINI? We went to Portugal to speak to the people behind the car and get behind the wheel. Stepping into the new electric Countryman SE is a vastly different experience than any MINI before it. The new interior layout does away with the cluster display behind the steering wheel as all relevant content is projected onto circular display and the head-up display (standard in the US). Reduced to the essentials, the new interior has a much different, more relaxing feel to it. Then there’s the size. Like all new Countryman we reviewed over the last six months, the SE is built on a new, larger platform (code named U25) allowing it to grow in every dimension. While the increase isn’t has big as it was with the previous generation Countryman over its predecessor, it’s still a noticeable change. That’s evident in the interior immediately. The driver and front passenger have almost three centimeters of additional width at the shoulder. Similarly the rear passengers have 2.5 centimeters of extra width thanks to a wider track and better use of space in general. But the real change is the moment you twist the “key”. The electric MINI Countryman SE registers this action with a subtle hum and visual welcome. From there your hand intuitively moves over to the gear toggle where you pull down for “D” and head out. The Driving Experience of the Electric MINI Countryman SE We had the chance to drive the petrol Countryman JCW and electric Countryman SE back to back and came away with some surprising conclusions. First off do not let the identical power figures fool you. The JCW is tuning (from its brakes to its suspension) to be much more performance oriented. The electric Countryman SE was nearly as quick but never felt as light on its feet or as eager. That’s likely due to two things. The most obvious is the fact the SE weighs 886 lbs more than the JCW. The second is how MINI has tuned the suspension and steering. Not surprisingly MINI has designed and engineered the SE as a daily driver that delivers comfort and performance vs the JCW which flips that script. Yes it’s quick and has plenty of torque – all 364 ft lbs are available almost immediately. The moment you push the car in corners you realize that this is not a JCW. The benefit of that is obvious. This is a fantastic daily driver that never punishes you. Instead it rewards with plenty of performance an and likely the most comfortable MINI never. The SE absorbs road imperfections and drowns the noise associated with them so well it’s almost un-mini-like. The downside hits when you’re hustling it. Going from corner to corner along the Portugal coast give me some impression of weight. But as I got more confident with the grip levels (and away from the cliffs) I could explore the limits further. What I found was a car that felt incredibly competent until you hit 8/10s. That’s when the weight penalty was exposed and the car began to understeering. Not that this is a surprise of course. MINI has done an admirable job hiding the extra 886 lbs over the JCW version but that doesn’t mean its not there. What is here is a quick, compliant Countryman that oozes torque and accelerates effortlessly. The combination makes the Countryman SE likely the best daily driving MINI we’ve ever tested. MINI engineers have focused on being more holistic in the tuning of key components from axles, steering and dampers. This is combined with more sophisticated processors controlling the dynamic control systems and a more direct steering rack ratio of 55 mm of rack travel per turn creates a more fluid and reactive driving experience. The Electric MINI Countryman – A Symphony of Sound The silence is golden. No matter how many electric cars we drive we never get tired of the serenity of an EV. But that silence doesn’t last, Like BMWs, MINI has created its own sound language thats intended to provide feedback and even a touch of excitement during spirited drives. So they told us. But hearing would be believing. Pushing the Countryman SE through the mountains and coastal roads of Portugal was itself a blast. But the sound effects that came with the acceleration was a genuinely fun part of the experience. You definitely need to not take things too seriously to enjoy them. But once you embrace the new world of EV performance the added sound effects that MINI has created really do make sense. The sounds in this video give you an idea of what it’s like to drive the new electric Countryman SE They’re also just fun. Imagine a real-life Mario Kart video game and you get the idea. It’s surprisingly engaging and becomes a real part of the driving experience. And yes, we know this sounds insane. But we heard more than one very jaded automotive journalist on the launch giggle when recounting the interior sounds the Countryman SE was producing during spirited driving. However key to all of these sounds is the ability to turn them off. Yes it is possible. Even the “experience jingles” that play when you change the experience mode can be switched off permanently. The New Countryman Is The Biggest MINI Ever The new Countryman is big and surprisingly, the addition of a battery pack hasn’t changed interior dimensions as you can see in the chart below. R60 Countryman JCW (’10-’16) F60 Countryman JCW (’17-’23)U25 Countryman JCW (’24-’30+)U25 Countryman SE (’24-’30+)Length4097 mm / 161.3 in4298 mm / 169.2 in4429 mm / 174.37 in4429 mm / 174.37 inHeight1562 mm / 61.5 in1557 mm / 61.3 in1613 mm / 63.5 in1613 mm / 63.5 inWheelbase2596 mm / 102.2 in2670 mm / 105.1 in2670 mm / 105.11 in2670 mm / 105.11 inWeight3,307 lbs3,688 lbs 3,825 lbs4,574 lbs Why has MINI increased the Countryman’s size for this new generation? Over the last several years the brand has been losing costumers as families or space needs grow. The solution to this was to carefully grow the Countryman taking the majority of the BMW X1’s chassis and the rear portion of the European BMW 2 Series Active Tourer. So what does the increase in size get you? There’s more legroom in the front and back along with 25 cu-ft more luggage capacity with the seats up. That grows to over from 47.6 cu-ft to 56 with the seats folded down. This gives the new Countryman class leading space in the subcompact luxury crossover segment. In short things are more comfortable and inside – exactly the attributes that people buy crossovers. But this is a MINI and any increase in size is inherently noticeable by previous owners. There’s certainly a change but the overwhelming feeling we had was that this new U25 Countryman has been pushed gently outward creating a more spacious interior without sacrificing too much in the way of smallness – at least in its segment. Additionally the rear seats can be folded down increasing the 16.24 cu/ft boot to 51.20 cu/ft – the most ever in a MINI. An additional floor compartment provides convenient space for the charging accessories in MINI Countryman Electric or storage in the ICE variants. The optionally available trailer hitch (finally coming to the US!) offers a towing capacity up to 2646 LBS or 1,200 kg. MINI Countryman SE Range & Charging The electric Countryman SE is perhaps MINI’s most viable electric vehicle for the majority of its customers. That’s due two things; it’s size that will appeal to a broader range of customers and its range. In the UK that range is listed as 245 to 287 miles depending on how much urban vs highway driving you’re doing. In the US that is estimated to be to be a 245 mile EPA range. With either set of numbers it’s clear that the Countryman SE will be much more viable of a choice than the first generation Cooper SE with it’s 110 mile range (EPA). The battery capacity in the electric MINI Countryman is 66.5 kWh with the usable size being 63.78 kWh. The 400v system allows an AC charging speed of 11kW and DC – 130kW. In ideal scenarios (charging at 130kWx) the electric Countryman SE can get from 5-80% in only 29min. In miles that’s roughly 23 to 184 miles in normal operating temperatures. While we didn’t need to charge our test car (our time was limited to a few hundred miles) that type of charging speed sounds fantastic. However the ability to recharge the Countryman SE quickly will be more dependent on the charging network than the car itself. Mild Weather ScenariosRange EstimatesCity – Mild Weather *535 km / 332 milesHighway – Mild Weather *340 km / 211 milesCombined – Mild Weather *420 km / 261 miles Cold Weather ScenariosRange EstimatesCity – Cold Weather *360 km / 224 milesHighway – Cold Weather *265 km / 165 milesCombined – Cold Weather *310 km / 192 milesIndication of real-world range in several situations. Cold weather: ‘worst-case’ based on -10°C and use of heating. Mild weather: ‘best-case’ based on 23°C and no use of A/C. For ‘Highway’ figures a constant speed of 110 km/h is assumed. The actual range will depend on speed, style of driving, weather and route conditions. Data provided by ev-database.org 2025 MINI Countryman Electric Charging Speed Charging speed is as critical if not more so than range depending on your situation. The electric Countryman SE supports DC fast-charging at up to 130 kW. This allows for a charge from 10 percent to 80 percent in only 29 minutes. While we don’t have US specific data, we do have European data on charging speeds which should give you an idea of what we’ll see with the electric MINI Countryman SE. Charging PointMax. PowerPowerTimeRateStandard 11.0 kW On-Board ChargerWall Plug (2.3 kW)230V / 1x10A2.3 kW33h15m11 km/h1-phase 16A (3.7 kW)230V / 1x16A3.7 kW20h45m18 km/h1-phase 32A (7.4 kW)230V / 1x32A7.4 kW10h30m35 km/h3-phase 16A (11 kW)400V / 3x16A11 kW7 hours53 km/h3-phase 32A (22 kW)400V / 3x16A11 kW †7 hours53 km/hOptional 22.0kW On-Board Charger *Wall Plug (2.3 kW)230V / 1x10A2.3 kW33h15m11 km/h1-phase 16A (3.7 kW)230V / 1x16A3.7 kW20h45m18 km/h1-phase 32A (7.4 kW)230V / 1x32A7.4 kW10h30m35 km/h3-phase 16A (11 kW)400V / 3x16A11 kW7 hours53 km/h3-phase 32A (22 kW)400V / 3x32A22 kW †3h30m100 km/h* = Optional in some countries, standard in others. Check local specifications for details. † = Limited by on-board charger, vehicle cannot charge faster. Data provided by ev-database.org MotoringFile’s First Review Take In many ways the MINI Countryman SE is the most mature product the brand as ever created. In our time with the car we found it to be incredibly competent in every scenario from bumper to bumper urban traffic to motorway travel to Portugal’s best mountain roads. It’s not the fastest nor is it the lightest on its toes. And at over 4,500 lbs it’s about as far away as you can get from the iconic MINI Cooper. But in the growing world of electric crossovers it fills a void with a fun to drive, thoughtfully designed crossover with class leading utility. While the $45,200 base price (US spec) is relatively well equipped in base form, it’s still one of the most expensive MINIs ever offered. But for the money you get a car that is miles beyond what MINI has ever offered. The level of sophistication in the drivetrain to the refinement in the tech goes well beyond what we’ve seen from the brand’s products in the past. For many potential owners the Countryman SE will feel like the ideal MINI daily driver. As always an electric car won’t be for everyone. But with the new Countryman SE, range becomes much less of an issue as it has with the first generation Cooper SE. So the big question for individual buyers comes down to use cases and charging network you might need to support it. If you can make that work and need a little extra space, the electric Countryman SE might be your dream MINI. U25 MINI Countryman Family – Technical Specifications Countryman ModelCountryman E (EV)Countryman SE (EV)Countryman C (ICE)Countryman S (ICE)Countryman JCW (ICE)Power204 hp313 hp167 hp221 hp (241 hp US)300 hp (312 hp US)TorqueTBD364 ft lbs206 lb295 lb295 lbTransmission1 Speed1 Speed7 speed DCT7 speed DCT7 speed DCTDrivetrainfront-wheelall-wheelfront-wheelall-wheelall-wheelPowertrain typeelectricelectricpetrolpetrolpetrolCylindersn/an/a344Displacementn/an/a149919981998Electric Power204 hp313 hp19 hp19 hp (NA – US)N/AElectric TorqueTBDTBD55 lbTBDN/AElectric Range (WLTP)287 miles270 milesN/AN/AN/A0-60 mphTBDTBD8.3TBD5.4Maximum speed105 mph112 mph132 mphTBD155 mphWLTP l/100 kmN/AN/A40.9 – 46.3TBD34 – 36.2WLTP CO2N/AN/A155 – 138TBD188 – 177Length (mm/inches)4444 / 1754444 / 1754444 / 1754444 / 1754444 / 175Width (mm/inches)1843 / 731843 / 731843 / 731843 / 731843 / 73Height (mm)TBDTBD1661 / 65TBD1665 / 66Wheelbase (mm)2069 / 812069 / 812069 / 812069 / 812069 / 81Curb weight (LBS)TBDTBD3,571 lbsTBD3,825 lbsFuel Capacity L/GallonsN/AN/A45 / 11.854 / 14.354 / 14.3 MINI Countryman SE Test notes Our test was primarily focused on the area to the west and north west of Lisbon where we could find plenty empty of mountain and coastal roads. The weather was a mixed bag of sun and downpours giving us a great opportunity to get a sense for how MINI has tuned this car at the limit of adhesion. We put around 200 miles on the car in total and our range just under 25% remaining. That was with a very heavy right foot and no regard for saving energy. If those calculations are correct we would have seen something around a 250 miles range plenty of urban and back roads along with at least 30-40 miles of highway. Finally thanks to a GoPro failure we lost a portion of our footage from our review (thanks again GoPro). However that just saved you from watching your author talk while driving. Since we had all of our test notes we were able to recreate that via voice over. The post Review: MINI Countryman SE – The Electric MINI For the Rest of Us appeared first on MotoringFile. View the full article

It’s the summer edition of WRR and we’re celebrating 19 years (along with 20 years of Detroit Tuned and 22 years of MotoringFile) with a massive show. First up MTTS which recently wrapped. We get into details and hear from Gabe on how it all went down from the cars to the route to the amazing people. During MTTS he also got a chance to drive three new MINIs on some amazing mountains roads. We hear about early opinions on the Cooper S, Countryman S and JCW. And as usual we discuss what’s this year and next. We also sold some time on MotoringFile’s series on ”Did MINI Go Electric Too Soon” and consider what might have been had MINI made different decisions over the last 15 years. As always it’s a must listen of your a MINI fan. The post White Roof Radio 696 – Celebrating 19 Years With Our Massive Summer Show appeared first on MotoringFile. View the full article

The new combustion powered MINI Cooper JCW is coming soon and we have All the Details You Need. The combustion powered F66 MINI Cooper has been a hit with us in our early testing. But what we’ve really been waiting for is the ultimate Cooper – the JCW. That wait is almost over with the debut and production just months away. And even more exciting is what MINI has done to up the performance without changing its character. F66 MINI Cooper JCW Power & Performance Let’s start with the power and the most disappointing aspect of the F66 MINI Cooper JCW. The new JCW will have a power output identical to its predecessor the F56 JCW. But according to our sources there is a sizable increase in torque with the new F66 JCW putting out 280 ft lbs at only 1,500 rpm. That’s 45 ft lbs (16%) increase over the previous generation and only 15 ft lbs behind the new Countryman JCW. This along with the wider track and quicker DCT transmission will give the new JCW a noticeable performance advantage despite having the same power figure. How much faster will the F66 JCW be over the F56 JCW? To get some answers, let’s take a look at what happened at this year’s Nurburgring 24 Hours ad some lap times . The 2024 F56 JCW had a fastest lap of 10:44.118 around the full circuit (which includes the GP track). Not a bad time until we saw the F66 JCW’s astonishing pace of 10:06.773. How could that be given the cars had the same horsepower rating? It’s primarily down to that massive increase in torque. This plus the wider track and quicker transmission appear to give the new JCW a noticeable performance advantage despite having the same power figure. F56 Cooper JCW (’15-’24)F66 Cooper JCWPower231 hp231 hp Torque235 lb-ft / 1450 rpm280 lb-ft / 1,500 rpmTop Speed153 manual / 151 mph DCT152 mphTransmission6 Speed Manual / 7 Speed DCT7 Speed DCTTrack1485 mm / 58 in1499 mm / 59 inLength (mm/in)3863 mm / 152.5 in3879 mm / 152.7 inHeight (mm/in)1414 mm / 55.66 in1431 mm / 56.38 inWheelbase (mm/in)2495 mm / 98.23 in2495 mm / 98.23Curb weight (kg/lbs)1338 kg / 2,951 lbs1405 kg / 3,097 lbsTires (Standard)215/45 R17 91 Y XL*215/45 R17 91 Y XL*Wheels (Standard)7Jx17 LM*7Jx17 LM**18″ wheels and tires were optional on the F56 and will be on the F66 But things aren’t all improvements. Unfortunately along with this performance improvement the new F66 JCW has an increase in weight at 3,097 lbs. Unfortunately it’s hard to pin down a like for like weight at this time but based on what we know, we believe that’s the weight figure including fluids, fuel and 90% and a driver. If so that would compare with the 2,951 lbs we’ve seen listed with the previous generation F56 JCW auto. In other words it appears the new F66 MINI Cooper JCW is 146 lbs heavier than the previous generation. Dual Clutch Transmission Only The production F66 JCW that won its class at the Nurburgring 24 was dual clutch and as you can see in the spy photo of the prototype above, there are clearly shift paddles and no manual. While this will undoubtedly improve shift times it also takes away a crucial connection to the car and the joy so many of us get from a manual transmission. The transmission in the F66 JCW race car is the same revised 7-speed dual-clutch transmission that we’ll see in the production JCW which is a slightly revised a version of the transmission in the F66 Cooper S. We’re told to expect faster shift times than the F66 Cooper S and previous generation JCW and more responsive manual control via the standard steering wheel-mounted shift paddles. The F66 MINI Cooper JCW: Debut, Production and Launch Timing A highly modified version of the F66 actually debuted earlier this June at the 24 Hours of Nurbrugring where it took first place in its class. That same car later made it up the hill at the Goodwood Festival of Speed. However we have yet to officially see any glimpses of the production version. That will change soon as MINI is planning to publicly debut the F66 MINI Cooper JCW (alongside the J01 JCW) October 24th. Production for the F66 JCW will commence this November at the Oxford Plant in the UK with sales beginning shortly thereafter in the UK and the EU. North American launching timing will likely be around the 1st of the year. The post 2025 F66 MINI Cooper JCW Release Dates & Performance Details appeared first on MotoringFile. View the full article

One of our favorite YouTube Channels, Harry’s Garage has gotten the new electric MIMI Cooper SE in for a full test. As the founder of EVO Magazine, Harry has a unique perspective on the J01 and some interesting take aways. And a few points that haven’t been talked about much. It’s fascinating to see Harry’s initial thoughts given he drives everything from multi-million dollar hyper cars to one-off resto-mods to mainstream electric cars. One of his immediate points is weight which be measured at 1660 kg vs 1360 kg from the previous electric SE. As Harry says, “the weight blunts everything but because it’s down low, it (still) feels very dynamic.” Here are a few of Harry’s key take-aways: “The chuck-a-bility is also there. It feels mini and that’s the big positive. Another positive, Drive off support turns off traction control which is great to see in this age. Because of this, there’s torque steer and it feels alive. The steering is also quick and quite quick to change direction. It just dives into corners which is very Mini-like. It doesn’t feel as fun as the previous version due to weight. But the range makes it easier to own. And usability is off the scale and so the freshness of the design.” Have a look at the video above, it’s well worth a watch. The post Harry’s Garage Tests the New Electric MINI Cooper SE appeared first on MotoringFile. View the full article

What if we told you there were some secrets to making the new MINIs easier to use? That’s exactly what we mean by “Pro Tips”. Small short-cuts or hidden ways of operating aspects of the new MINIs quicker and easier than you might know. Including a hidden sport mode that is essential for any new owner of a new MINI. In this video you show you a handful of our favorite pro tips for all new MINIs. And naturally this is just the tip of the iceberg. There are many more in not just MINI OS9 but also in how you operate the car itself. Want to DJ? It’s there. Want to change the icon in the nav? MINI has you covered. In fact there’s so many that we’d rather throw it over to you our audience to let us know some of your favorites. The post MINI Pro Tips: Making New MINIs Easier & More Fun (Including Hidden Sport Mode) appeared first on MotoringFile. View the full article

We’ve driven the new Countryman on many occasions across two continents. However we’ve never lived with it day to day until this week. How does that change our opinion and how does it compare with the previous generation? It turns out a lot and rather well. We’re not going to spend a lot of time giving you the back story on the all new Countryman as we’ve done that for over a year now. However for those that may have missed it head to our review section for all the detail you could ever want about MINI’s latest crossover. With all that out of the way, it’s time to make a rather bold claim. The 2025 MINI Countryman S is the most refined, comfortable and capable MINI ever made. This may surprise some of you. We haven’t held our tongue when it comes to calling out MINI for a few decisions they’ve made or even early shortcomings in MINI’s new software. But almost every critique we’ve had (except for the deletion of the manual transmission) is something that MINI can change or iterate on. That modern approach is great but requires you to get the foundational aspects of driving right. And that’s where MINI has excelled. Those 20″ wheels are a bit divisive but definitely help with proportions. 2025 MINI Countryman S: Dramatic Performance Increases MINI and more specifically MINI USA has substantially upped the performance capabilities of the new Countryman. Previously the S All4 model offered 189 hp, 206 lb-ft and a 0-60 time of 7 seconds. The North American spec 2025 Countryman S All4 packs 241 hp, 295 lb-ft and gets to 60 in 6.2 seconds. Let that sink in for a moment. The new Countryman S has 52 hp more and a staggering 89 more ft lbs or torque. In fact that torque number is identical to the new JCW. This gives the S and the JCW a very similar feel from 0-30 and makes the new S model a substantially more capable car in a straight line. The other aspect that largely goes unnoticed is the much more advanced DSC system and how it works seamlessly with the All4 system. Despite the massive increase in output, torque steer and loss of traction at the front has been noticeably reduced. What’s happening is that the system is able to transfer torque to the rear so quickly that the driver barely registers a loss of grip. It’s a big change over the previous F60 model and a very welcome one. Blazing Blue is a highly saturated, striking blue that may be a little loud for some. 2025 MINI Countryman S: BMW Levels of Refinement MINI has made enormous changes to elements of the car while retaining the general suspension layout and B48 engine (albeit with a new tune). Which makes the way the car drives and how you operate it so surprising. From the moment you press the accelerator and turn the wheel you realize that MINI has listened to feedback. Power delivery is more linear and the transmission is a massive step forward in refinement. Shifts feel buttery smooth and it’s rarely flustered. While our test car didn’t come with shift paddles (sadly they aren’t available in the US currently) the transmission felt almost telepathic at times. More than once we noticed it downshifting ahead of corners (keeping the engine in it’s ideal power band) by using GPS data and predicting what was needed. Even more impressive is that none of this refinement changes in Gokart mode or even the transmission’s secret sport mode “L”. Where the previous version could become a bit jerky and confused at times, the new DCT is unflappable and always ready. MINI engineers have focused on being more holistic in the tuning of key components from axles, steering and dampers. This is combined with more sophisticated processors controlling the dynamic control systems and a more direct steering rack ratio of 55 mm of rack travel per turn, creates a more fluid and reactive driving experience. For the driver this means the new Countryman’s steering delivers a more natural build of resistance allowing more information come through the wheel. The blue interior dash and doors from the Favoured isn’t for everyone and doesn’t match the hue of Blazing Blue to our eyes. 2025 MINI Countryman: Comfort Despite this new found performance we found the 2025 Countryman S to be far and away the most comfortable MINI we’ve ever tested. Even with 20″ wheels our MINI test car felt more comfortable than our 2023 MINI Countryman S with 18″ wheels. Thanks to enormous attention paid to the suspension dynamics, rebound rates and damping, MINI has finally created a car that feels unbothered on most broken pavement and better able to stay composed. Potholes are still potholes and smaller wheels will be more comfortable, but the improvement in ride quality is impressive. Another area is seat comfort. While the thigh bolsters are greatly missed by those of us over 6ft, the overall comfort of the seats is slightly higher. The Vescin material is much higher quality than the leatherette or even the standard leather and provides a more supple feel. Finally the rear seat width and legroom as noticeably increased making three adults in the back a much easier option in a pinch. 2025 MINI Countryman: MINI OS9 & New Tech We’ve recently gone into great detail on MINI’s new found reliance on technology and if it’s negatively impacting the driving experience. In our initial experiences the answer is no. But there are caveats. MINI OS9 needs bug fixes, refinements and even subtle interface tweaks. But the good news is that the foundational experience and its UX is intuitive and mostly follows UI patterns that will immediately feel familiar. And the bugs and needed refinement? MINI is actively working to address all of those issues. And we have little doubt OS9 will slowly but surely become excellent because of it. One glaring issue that needs sorting is the brand’s subscription services. As it stands the only thing currently offered (in the US) is MINI Connected Plus at $9.99 a month. The problem is that it’s not entirely clear what it actually is beyond features that your phone already delivers – likely much better. Instead we’d love to see MINI offer features like Spike or AirConsole for $1 a month dropping the barrier of entry and getting people using it. As it stands we can’t imagine Connected Plus will see much adoption. Yes the tech is new and not yet perfect. But there’s nothing here that can’t be sorted through iteration and refinement. The OLED screen is excellent and even the software itself has gotten noticeably faster since we drove early production examples. In other words this gorgeous OLED display and the software inside of it is starting to live up to its early promise. One Week Conclusions Since the moment we first drove the new Countryman on Portuguese coastal roads, we’ve been impressed. But getting it on the roads we know and in the daily situations that are familiar has made it even more clear just how much of a jump the brand has taken with this new car. Yes it’s heavier, bigger and no it doesn’t have shift paddles (in the US). But get behind the wheel of the Countryman S and you quickly forget about most of that. There’s a quality in the driving dynamics, design, tech and even materials used (well most of them) that makes this new car feel like a giant step for the brand. Note: Big thank to MINI of Glencoe for the support with this test. Finding a well stocks Countryman S in MINI USA’s fleet and they stepped in just in time. If you’re in the Chicago region, check their stock of new MINIs including several Countryman models similar to what you see here. The post Review: One Week with the 2025 MINI Countryman S appeared first on MotoringFile. 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We’ve been spending a lot of time behind the wheel of the all new 2025 MINI Countryman S and dissecting every aspect of its design, performance and its all new digital experience, MINI OS9. What we’ve found is a system full of the great ideas, good execution and more than a few bugs. But perhaps more importantly we’ve found that it requires more attention to use and master. Which begs the question, has this new found complexity gotten in the way of driving? To get to some answers we’ve been spending some time behind the wheel of a 2025 MINI Countryman S to really get to know the new system. What we’ve found is a MINI that not only has a new design and more performance. It offers a level of digital experience and complexity we’ve never seen before in a MINI. Naturally this isn’t news. When we first experienced the new system in a top secret BMW studio in June 2023, we knew it would be a massive change for the brand. But now that we’ve lived with the car and MINI OS9, we’ve got some real answers that both confirm and challenge some of what we expected. Is MINI’s digital experience getting in the way of driving? The answer is complicated. Yes you can say MINI’s reliance on the circular screen has made aspects of it more complicated. Turning on heated seats or changing some basics settings takes your eyes off the road more than it did before. And the barrage of notifications can be confusing for new owners. While we could argue that the world and our litigious society is actually more at fault (as its forced MINI’s hand), is there more that could be done to simplify the experience? For our full view plus a look at MINI OS9’s more complex moments, check out the video below. The post Is MINI’s Digital Experience Getting in the Way of Driving? appeared first on MotoringFile. View the full article

Simple and fun transportation. That’s been the concept since 1959 and MINI is looking to continue that with the all new J01 MINI Cooper E. Yes it’s bigger and electric. But this new MINI Cooper takes inspiration from the classic in ways we’ve never see before – especially in its base “E” form. But how does it really compare? Looking To The Past To Inspire The Future The new J01 MINI Cooper E looks starkly simple at first glance. But how did MINI get here from its more intricate and busy recent designs? it all started with the MINI Design team printing and posting a large original press photo and hanging it in the studio. And that was just the start. The team became focused on the genius of the original MINI and trying to replicate that in a modern, much more complex world of rules and regulations. Simplicity was a hallmark of the original Mini and we see it here right away. So much of the new J01 MINI Cooper feels less fussy and gimmicky. And looking back at that original classic you see the consistency of that design philosophy in modern terms. Details such as the flush door handles and the absence of fender flares and classic side scuttles support the modern design of the exterior by giving the surfaces a striking clarity. This reduction to the essentials places even more emphasis on the body paint finish on the larger body surface. In this way, typical MINI design features such as the visual three-part division of the vehicle body, the all-round window area and the contrasting roof have a greater impact, helping the new design style to take effect. It’s the side of the car new MINI Cooper Electric where the reduction in elements feels most obvious. For the first time since the 2001 R50, we have a MINI without the plastic wheel arches. Also gone is the side scuttle and side turn signal indicator. That light has now moved discreetly into the rear view mirror. Inside the New J01 MINI Cooper E On the inside, the design echoes the famous minimalist design of the original classic Mini. For the first model in 1959, Mini inventor Alec Issigonis designed an interior with a round instrument cluster in the centre and the characteristic toggle bar below. In the J01 MINI Cooper, it is exactly these two elements, in combination with the steering wheel, that define the interior. Reducing everything to the essentials, the new interior makes do with a smaller number of components that are cleverly designed and implemented to a higher standard than before. In fact if you look at that original Mini interior and the J01 you’ll see a striking similarity in overall design and focus on simplicity. That’s no accident. MINI designers actually started not with a clean sheet but a single photograph. An press photo of the original Mini interior in all its simplistic glory. But how in an age of screens, technical complexity and countless safety regulations could they achieve a design that followed that same ethos? It started by taking things away. The original Mini didn’t have leather, it had fabric. It also didn’t have a classic instrument cluster but instead had only a central collection of gauges. And the overall design was focused comfort, storage and ease of production. Today MINI has many more things to consider. That central gauge is now a screen and while ease of production still matters, so does the circular economy and the ability to recycle 95% of everything you see here. The one area where we see a huge difference is MSRP. The original 1959 Mini cost British buyers £780. While that may sound low, it was actually 307% of the average disposable income in 1959*. Looking at inflation that figure would be roughly £20,000. Unfortunately the MINI Cooper (like all cars) has a price that has increased faster than inflation. The MSRP of the base “E” model is £30,000. *Data courtesy of Motoring Research. The post Design Comparison: The Classic MINI vs The New electric MINI Cooper E – appeared first on MotoringFile. View the full article

We’ve talked a lot about the new electric Cooper SE over the last 18 months but the car that’s perhaps more important for the brand is the entry-level electric Cooper E. It’s likely be MINI’s biggest volume seller in many markets but how does it stack up to it’s faster more expensive SE sibling? Let’s take a look. The electric J01 MINI Cooper E starts from £ 30,000 in Classic Trim, a full £ 4,500 less than the SE model. But what are the differences and are there any benefits in going with the E over the SE? Cooper E Performance As the entry point for the range, the Cooper E has a smaller 40.7 kWh battery pack compared to the in the Cooper SE’s 54.2 kWh. This gives the Cooper E 305 kilometers (190 miles) in the WLTP test cycle. This is down from the 402 km (250 miles) in the SE. Both offer the same charging speed – 28 minutes of charging with a DC output of up to 75 kW is enough to charge the MINI Cooper E battery from 10 to 80 percent. This is a decidedly different strategy than the electric Countryman E, which shares its battery with the Countryman SE and thus has even more range than its more powerful sibling. The Cooper E has an output of 135 kW/184 hp and can access the maximum torque of 290 Nm at any time allowing for 0 to 100 km/h in 7.3 seconds. Interestingly that’s not far off from the Cooper SE’s 6.7 seconds. Also an interesting note; this is nearly as fast as the R53 Cooper S. J01 Cooper E vs F56 Cooper SE – Surprising Commonalities Where it gets interesting is how close the J01 Cooper E compares with the last generation Cooper SE. As you can see below the J01 has more power, torque and even more range than what we saw out of the original F56 Cooper SE. This is due to a more advanced electric drivetrain, larger battery pack and newer, more modern software. J01 Cooper EJ01 Cooper SEF56 Cooper SEPower184 hp 218 hp181 hp Torque214 lb-ft243 lb-ft199 lb-ftTransmission1 speed1 speed1 speed0-100 kp/h or 0-60 mph7.3 sec (0-62 mph)6.7 sec (0-62 mph)7.2 sec (0-60 mph)Range 190 miles250 miles140 milesBattery Size40.7 kWh54.2 kWh32.6 kWhLength (mm/inches)3858 mm / 151.8 in3858 mm / 151.8 in3850 mm / 151.5 inWidth w/o Mirros (mm/inches)1756 mm / 69 in1756 mm / 69 in1727 mm / 68 inHeight (mm)1460 mm / 57 in1460 mm / 57 in1432 mm / 56.4 inWheelbase (mm)2526 mm / 99 in2526 mm / 99 in2495 mm / 98.2 in Curb weight (kg/lbs)1540 kg / 3395 lbs1605 kg / 3,538 lbs1440 kg / 3175 lbsWeight distribution (Front/Rear)F 58% / R 42%F 57% / R 43%F 54% / R 46%Front Overhang746 mm / 29.3 in746 mm / 29.3 in757 mm / 29.8Rear Overhang586 mm / 23 in586 mm / 23 in681 mm / 26.8 inLuggage capacity (seats up/seats down210 / 800 L210 / 800 L211 / 941 L The J01 Cooper E (like the new electric Cooper SE and Aceman family) is available in Asia, Australia, Europe, Central America, South America and the UK. Due to tariffs on cars made in China, it will not be offered in North America. However that could change as MINI expands production of the J01 and J05 family to its Oxford UK plant in 2026. The post An In-depth Look at the MINI Cooper E – MINI’s Entry-Level EV appeared first on MotoringFile. View the full article

Robots have been building cars for years. But until now they’ve been relatively simple machines doing simple, repetitive tasks. BMW is now testing something much futuristic and transformative; AI powered humanoid robots that can solve complex tasks potentially revolutionizing automotive production. During a trial run lasting several weeks at BMW Group Plant Spartanburg, the latest humanoid robot Figure 02 from California company Figure successfully inserted sheet metal parts into specific fixtures, which were then assembled as part of the chassis. The robot must be particularly dexterous to complete this production step. At the same time, using a robot can save employees from having to perform ergonomically awkward and tiring tasks. Together with Figure, the BMW Group is currently testing and evaluating how humanoid robots can be used safely in automobile production. While a broad rollout of humanoid robots to places like the MINI Oxford Plant is many years away, this is an important first step. During the initial trial run, the BMW Group gained valuable knowledge of what requirements must be met in order to be able to integrate so-called multi-purpose robots in an existing production system. This includes how humanoid robots communicate with the system under real conditions. After the first use in automobile production, the experts at the BMW Group and Figure are collaborating to prepare Figure for future applications in production and continuing to develop the robots, based on the findings. Figure 02 embodies the latest technological advances in robotics “We are excited to unveil Figure 02, our second-generation humanoid robot, which recently completed successful testing at the BMW Group Plant Spartanburg. Figure 02 has significant technical advancements, which enable the robot to perform a wide range of complex tasks fully autonomously,” says Brett Adcock, Founder and CEO of Figure. According to the California company, Figure 02 is the world’s most advanced humanoid robot currently available on the market. The combination of two-legged mobility and advanced dexterity means that the Figure 02 is ideally suited for use in areas with physically demanding, unsafe, or repetitive processes, thereby improving ergonomics and safety for associates. Figure 02 boasts three times the processing power of its predecessor, improved voice communication, better cameras, microphones, and sensors, a high-performance battery, and fourth-generation human-scale hands with 16 degrees of freedom per hand and human-equivalent strength. The robot is capable of fully autonomous execution of human-like and two-handed tasks requiring varied and dynamic manipulation, complex grasping, and coordination of both hands in unison. It is able place various complex parts with accuracy measured in millimetres and can walk dynamically leveraging efficienties of the robot’s design. It’s important to note that there are no Figure AI robots at BMW Group Plant Spartanburg, and there is no definite timetable established for bringing Figure robots to the plant. BMW Group is planning further experimentation with Figure for data capturing and training capabilities for the Figure02 robots. The post BMW is Training AI Powered Humanoid Robots To Build Cars appeared first on MotoringFile. View the full article

It’s a question many of us have as we venture into the MINI aftermarket world. So we decided to find out just how much of a difference by pitting our lightly modified 2024 Clubman JCW against an identical stock 2024 Clubman JCW. And what we found even surprised us. Numb, slow and even boring. It’s hard to sugar coat it because that’s exactly how I felt within seconds of the first corner in our Island Blue stock Clubman JCW test car. Things got better the more I drove as I mentally recalibrated to the slightly slower reactions of its steering inputs. But even still the difference was far more noticeable than I had expected. The 2024 MINI Clubman JCW in 100% stock form. So how is this possible? In isolation the Clubman JCW feels great on the road and is in fact the best large MINI overall we’ve ever driven. Despite the quicker and more natural steering in the all new U25 MINI Countryman JCW, we’d even rank it above that. But after putting 4,000 miles on my modified 2024 Clubman JCW I’ve been reprogrammed to expect more about the F54 Clubman JCW. So how can $1,000 (actually a bit under) transform a MINI with such immediate effect? It comes down to how you spend the money and naturally what you value. My vision was simple; I wanted to focus MINIs most celebrated characteristic, handling. In other words I wanted to make my new Clubman JCW feel as close to that go kart feeling you get from an F56, R56 or even R53. Impossible? Maybe, but I wanted to how close I could get. My (modified) 2024 Clubman JCW next to our (identical) 2024 Clubman JCW test car The Modifications List My goal was to improve responsiveness of the Clubman on initial turn-in and even introduce (gasp) real feedback back into the steering wheel. Then there’s the look. Namely the ride height. Like most modern cars, MINIs tend to ride a little higher than you might want. The result is a relationship between the wheels, tires and body that looks less than ideal. The wheel gap is typically larger than you’d expect (or want) and the tires tend to be tucked into the fenders. Collectively this results a car that looks less aggressive, even on 19″ wheels. There are several reasons for this; various government regulations around the world (looking at you Japan) and aero for efficiency are high on the list. The subtle ride height difference is the only giveaway that my Clubman has been fettled with. While a coil-over set-up can be a great addition to a car (KW for instance), I wanted to keep things a bit simpler knowing that I might be modifying the car in a completely different way in a few years (think Safari Clubman). So instead I went with the Eibach Pro Kit lower springs which are engineered to work perfectly with the stock shock absorbers while lowering the ride 1.2″ in the front and 1″ in the back. And you can’t argue with the price of $350 msrp and the zero change in ride quality. Next was fixing how those wheels and tires that have always look tucked too far into the plastic fenders. For that I went with 12 mm spacers ($285 msrp) to extend the wheels subtly outward. The finished product looked almost shocking at first but has quickly become not only normal but how it should look from the factory. Next to my BMW 1M and Porsche 718 Spyder the enhanced stance makes the MINI fit in perfectly. Finally I wanted to increase the torsional rigidity to help with initial turn-in and overall responsiveness. While MINIs tend to be stiff, there’s still room for improvement. All you have to do is look under the car at the OEM bracing to see that. For this I turned to Cravespeed and their Big Pair Chassis Brace (285 msrp). The Big Pair is a beautifully made, highly rigid pair of braces that replace the Clubman’s rather sad looking OEM braces. Sad in that they’re mass produced stamped steel that are designed to meet a cost threshold while offering just enough bracing. The CravenSpeed Big Pair was engineered from the ground up to be as strong as possible while still keeping weight to a minimum. As with everything I handled the install myself with longtime MF contributor Ken Endres providing an extra pair of hands. The spring install was relatively straightforward but took some time. The spacers were as simple as taking wheels on and off. The underbody bracing was similarly straightforward and took about 30 minutes in total. To finish off the suspension and chassis modifications I installed the NM Engineering Rear Sway Bar from Neuspeed. This has helped with body roll management creating a more balanced car at the limit. Because it’s adjustable you can dial in as much lift-off oversteer in corners allowing you to have more control and quicker exits out of turns. The result is a car that’s more neutral and less prone to the understeer that’s found in all modern MINIs. The Downsides to Modifying Your MINI I’d be remiss to not talk about the downsides of non-factory modifications. Some components on the aftermarket aren’t as well made and thoroughly tested as factory parts are. Because of this they will often reduce the value of your car and may even negatively impact the way it drives. And in rare cases they can even affect your factory warranty if they cause undo stress on other components. But if they’re from a reputable brand I’ve found that they not only match the quality of OEM parts but often exceed them. In many cases I’ve found that they can be made of higher quality materials, tested even more thoroughly and even incrementally add value. As you can imagine, that’s what I aimed for. It all starts with research into what modifications are right for your needs and then who makes the highest quality, highest rated options. And as you’ll find out some of those companies are even responsible for the OEM parts as well. Luckily places like Outmotoring (a long-time sponsor) curate the best of the MINI aftermarket making high quality options easy to find. Conclusions; Stock Clubman JCW vs Modified Driving these two cars back to back you’re struck at how simple changes can really affect the driving experience. The stock Island Blue Clubman JCW we tested is the best stock MINI we’ve ever test at combining utility with the driving experience MINI is known for. So much that we’ve called the best ever daily driver from the MINI brand. While that might not be as true now that the new U25 Countryman JCW is on roads, it’s still high acclaim. Which is why I was genuinely surprised at how much I could immediately feel the effects the few things I modified. And when I look back at my vision for the car, they’ve accomplished exactly what I was hoping for. My modified Clubman JCW has sharper turn-in with a touch more feel through the wheel. Make no mistake, it didn’t magically create Porsche levels of feedback through the steering wheel but it did enhance what little was there. But these modifications brought this 3,600 lbs car closer in feel to the point and shoot qualities of the two door MINI Cooper JCW. And perhaps the best part, they’ve helped to create a more focused, MINI-like driving experience, without any downsides. Has this changed my opinion of the stock Clubman JCW? No but it’s reminded me of just how mass market cars (even JCWs) are inherently designed for the masses. That’s not a bad thing. But until MINI offers true BMW M level performance models (a la the GP), even todays’ JCWs are made to please a relatively wide audience. The good news is that you can easily recapture that focused driving experience that harkens back to the R53 days of MINIs. You just need a couple tweaks to get you there. The post Stock vs Modified – Just How Much Can $1000 Change a MINI? appeared first on MotoringFile. View the full article

As we detailed in our three part series “Did MINI Go Electric Too Soon“, MINI has been on the back foot caught in the middle of global politics and a trade war. What that means for production and model availability is starting to come into picture. What that means for the brand however remains to be seen. It all started with the US adding a 25% tariff to Chinese electric cars in 2018 due to allegations that the government in China was illegally propping up the industry. Right or wrong the concern was that low-priced, heavily subsidized Chinese EVs could soon flood the U.S. market. Which they did elsewhere as China’s global exports of EVs grew by 70% from 2022 to 2023. These tariffs will now rise to 100% later this year. The Chinese built MINI Aceman will expand production to the UK in 2026 Much of that EV growth was in Europe where up to 37.6 percent a tariffs went into effect just weeks ago. Currently BMW is eating that cost likely eliminating most if not all profit from each car sold. If stye and not passing it onto the consumer. If they would the result would be an MSRP increase of more than €13,000 to the price of the J01 Cooper. The answer? MINI has changed strategy and will expand production of both the J01 MINI Cooper and J05 MINI Aceman to its Oxford UK plant as quickly as possible. The date set is 2026 and it’s our understanding that the J01, J03 and J05 will all be produced there along with the F65, F66 and F67. What damage (if any) happens to the brand until that time remains to be seen. The post US & EU Tariffs Crush MINI’s Dreams & Change Production Plans appeared first on MotoringFile. View the full article

The new F65 MINI Cooper Five Door is here and it’s beginning to hit the roads across Europe and North America. Heavily revised with more performance and technology, it’s a leap forward over the previous car while also filling a large space in the line-up with the Clubman now gone. The F65 MINI Cooper five-door is based on the previous generation F55 and is 100% petrol-powered. Like the all-new electric Aceman (which is roughly the same size albeit in crossover form), it’s intended to take the best parts of the Cooper and add just enough room for an extra set of doors. Unlike the Aceman the F65 Cooper five-door is 100% combustion-powered and will be available in Cooper C and Cooper S forms. And unlike all other MINI models, it will not be offered as a full JCW model. Performance For The F65 Five Door MINI Cooper C & Cooper S While there is no JCW model planned, MINI has upped the ante in terms of power with both models. The F65 Cooper C is getting a 14% power upgrade going from 134 hp to 156 hp. This change takes the C from 0-62 mph (0 to 100 km/h) in 7.7 seconds. The more powerful F65 Cooper S gets a less dramatic 7.4% horsepower boost from 189 to 204 hp but sees a significant torque increase to 221 lb-ft. This is all driven through the front wheels courtesy of a revised 7-speed dual-clutch transmission. Yes like all other models, the five door Cooper has lost the manual transmission. ModelF55 Cooper (2015 – 2024)F55 Cooper S (2015 – 2024)F65 Cooper C (2024 – 2030)F65 Cooper S (2024 – 2030)Power134 hp189 hp156 hp 204 hpTorque162 lb-ft/1480 rpm206 lb-ft/1350 rpm 170 lb-ft/1,480 rpm221 lb-ftTransmissionManual/DCTManual/DCTDCTDCT This gets the new F65 Cooper S to 62 mph in 6.6 seconds (60 mph in 6.3 seconds). And keep in mind these are both likely conservative numbers knowing how BMW calculates figures. How New is the F65 MINI Cooper 5 Door? Like the recently released F66 three-door Cooper, the F65 is an evolution of the previous generation five-door. It’s mechanically evolved underneath with a completely new look and feel inside and out. The basic layout is the same albeit with slightly tweaked dimensions. There are no exterior parts (outside of the glass and the roof) shared between the two cars and subtle changes are everywhere. But even these subtle changes can have big effects. Take the lights, for example. MINI has pushed the headlights forward and made them slightly more upright. It means that this car feels more upright and a little closer to the R50 and R56. It also marks this car out as different than the sleeker J01 MINI Cooper EV. Then there’s the taillights which adopt the triangular design we’ve seen on the J01 and F66. Here they actually feel more obvious because of how the rear hatch protrudes from the glass. Love them or hate them, they are more in your face on the F65 as compared to the three-door F66 Cooper. In our recent hands-on time with the F65 MINI Cooper five-door we came away liking the more minimal styling on the outside but really loved the subtle tweaks inside. The general layout is the same up front but there is slightly more rear width than before offering a bit more room for rear passengers. In the US this is purely a four-seater due to regulations. However, in the rest of the world the three-seat layout becomes more doable with these revisions. One thing that hasn’t changed is the tiny doors. Due to the size of the car, MINI had to shrink the front doors considerably as compared to the three-door in order to make room for the rear doors. Subsequently, the rear doors are also tiny. I’m 6′ 2″ and getting in and out of the five-door Cooper has always been something that required attention. This new F65 model is no different. The boot is fractionally larger but the difference is negligible based on our real-world experience. Similarly, the car itself is fractionally wider than the F55 but without the two side-by-side and a tape measure you’d not be able to tell. We’ll have more on the new five door Cooper in the weeks ahead as we get behind the wheel for the first time. F65 MINI Cooper S Gallery The post The (F65) MINI Cooper Five Door Has Launched & We Have the Ultimate Photo Gallery appeared first on MotoringFile. View the full article

In Part 1 we talked about why MINI decided to go all electric by 2030 and how they planned to do it. Part 2 showed how MINI was caught out thanks to global politics and changing consumer buying patterns. In Part 3 we’re finally answering the question – did MINI go electric too soon. But to do that, we have to go back in time and look at what might have been, Fifteen years ago MINI debuted its first electric car – the MINI E. Created as a rolling test bed for BMW, the MINI E was a riot to drive and quickly earned a loyal fanbase of early adopters. But with only 100 miles of range and a $850 lease price, had limited appeal. Worse yet, it turned out MINI had no follow-up sequel. Yet the program was a huge success. In the U.S. 9,500 people signed up to lease the 450 MINI Es available. For $850 MINI offered you a MINI E including collision coverage, maintenance costs, and even home installation of the charging station. But this was more than just a car for MINI and BMW. It was a beta program created so MINI (and BMW) could learn how to design and sell EVs. The original R56 based MINI E And they got lots of data. So much so that MINI and BMW became industry leaders understanding EV customers and what product revisions would be required to move into mass market adoption. The MINI E wasn’t intended to be a commercial success. It was all about MINI putting their toe in the water and gaining insight before diving in headfirst. As an EV pioneer the future looked bright for MINI. Then something surprising happened. Absolutely nothing. MINI passed the torch to BMW for its similar Active E program and turned its focus back to launching the F56 generation of combustion models. This was made all the more peculiar as BMW was prepping launch of its revolutionary carbon fiber BMW i3, a brilliant and funky city car that felt more aligned with the MINI ethos than BMW. It had a footprint of the F55/F65 five door Cooper with the interior space nearly equal to a BMW 3 Series of the time. From its turning radius to its inventive two rear-hinged doors, it was felt like the future then as much as it does now. But best of all it was designed from the ground up as an electric car that could accommodate an optional range extender. A concept we’re only now starting to see elsewhere in 2024. The BMW i3 and it’s surprising interior space It may not have had the range (later versions topped with 156 miles EPA) but it had everything else you could imagine. Carbon fiber chassis made in a plant powered by hydro-electricity? Check. Wood trim grown from a sustainable German forest? Check. Plastic and textile interior made from recycled plastic bottles? Check and check. The i3 was a rear wheel drive car with a wide track and surprisingly interactive steering and chassis. In many ways it felt like a production version of the MINI E. Which is exactly what some at MINI thought as well. The BMW i3 almost became a MINI The BMW I3 – The MINI That Almost Was From the very beginning there were those at BMW that felt the i3 was better suited as a MINI. For all the reasons above it felt more aligned with the younger urban brand than BMW, the larger luxury brand with a history of making sports sedans and coupes. It was also an odd car for BMW as there were no other variants. This was especially true given the expensive nature of engineering the i3 and its revolutionary production process and even parts sourcing. Wouldn’t it just make sense to defray these costs across two distinctly different but similar products? That’s exactly what was asked internally and MINI design got busy creating a based on the BMW i3 to test the idea. According to our sources, by the time a i3 based MINI concept was finally presented, the BMW board felt it was too much cost for a platform that it had already decided had no future. Instead they eventually approved the concept of a F60 Countryman plugin hybrid and an all electric F56 (leveraging components of the i3). Our sources are unclear if i3 based MINI concept was a true prototype or just existed in rendering form. Either way there’s little chance it will ever see the light of day. Sales ultimately doomed the i3 Despite all the engineering and thoughtful design, the BMW i3 was a sales failure. Over its 9 year life cycle it sold only 250,000 units. Limited range was certainly a part of it. But you can’t look past the i3’s funky design and seemingly small size as part of the problem as well. For the typical BMW buyer who was and still is increasingly buying large crossovers, the i3 felt like an odd choice for the brand. But at MINI where funky design and small size are hallmarks of the brand, things were going differently. During three same time the F56 MINI Cooper sold well over 1,000,000 units. What if the i3’s bespoke platform was engineered from the start to also form the basis of a successor to the 2010 electric MINI E? Had they altered the design and lowered its height and belt-line while altering the angle of the windshield. With subtly different proportions you can easily imagine a MINI version that would have slotted perfectly into the line-up. And just like that MINI would have had a bespoke platform EV with optional range extender as early 2013. The new, all electric MINI line-up That’s not to say it would have been a huge sales success. But it would have leveraged an existing platform and set the brand on a course to electrification. And above all else it would have marked MINI out as a progressive, engineering driven company that was more than just great design with a nod to the past. Sound familiar? That’s exactly what MINI is trying to do now. Go back and read Part 1 in this series and you’ll see how MINI’s new products are carrying on some of the concepts we saw in the i3. While they’re not as radical, they come from the same engineering groups and even some of the same people are involved. The 2018 F56 MINI Cooper SE and the 2010 R56 MINI E. Did MINI Go Electric Too Soon or Not Soon Enough? No, we don’t think MINI’s plans to go electric by 2030 is too soon. If anything we believe MINI should have expanded in that direction earlier. Before we get flamed, we’re not saying MINI should have ditched internal combustion earlier than 2030 (heck we’re not even sure if 2030 makes sense). Nor are we implying the current line-up should be much different (except for the Clubman of course). And yes we miss the manual too. What we think MINI missed was a missing link. MINI could have succeeded the original MINI E with an innovative carbon fiber based EV based on the i3. Electrification and innovation could have become synonymous with the brand creating an important first-mover advantage. Electrification fits MINI well. It embodies the original spirit of the brand in terms of efficiency and the same point and shoot performance that embodies the classic Mini. What would have happened had the BMW i3 been designed to accommodate a MINI derivative designed and engineered to look and feel like a MINI? We’ll never know. But we can be sure it would have been fun to drive. MINI’s Electrification Plans The entire MINI line-up will be 100% EVs by the early 2030s. That’s the official line from MINI and while that might slip a a bit, it’s inevitable. So with that, here’s MINI plan (as it stands now) to phase out its last. The last combustion MINI Cooper is currently scheduled to roll off the assembly line in Oxford on December 31st 2030. This is the current plan that MINI has defined internally and for its large Tier 1 suppliers. So while that date may seem arbitrary, you can bet a lot of planning has already taken place to define that date. But there is one more petrol powered MINI – the brand’s largest. The German made U25 MINI Countryman will also end production on 12.31.30. If that holds true MINI’s switch to electric will be a rather dramatic happening simultaneously in two different countries. And it will mark a new chapter in the brands history that began over 20 years earlier with a rolling test bed called the MINI E. The post Part 3: Did MINI Go Electric Too Soon or Not Soon Enough? appeared first on MotoringFile. View the full article

Yesterday we discussed why MINI committed to going all electric by 2030 and how that has impacted their model line-up. Today we get into the good stuff; what does the future look like next and how global politics could to change it all. Tomorrow we’ll go back in time and ask what if? MINI Embraces Electric Mandates Just They Begin to Change Most major automotive markets have mandated that all new cars be electric by a certain date. In the US that’s 2040. EU it’s 2035. And in the UK this was just pushed (back) up to 2030. Politics being what they are the dates may shift, but there’s no question that the first world is moving to a zero emissions (by vehicle) policy at some point in the future. Because of this, MINI saw the writing on the wall and decided to make a bold choice. The electric J01 MINI Cooper Years ago MINI looked at those policies, early EV adoption and how well electrification fits the brand ethos and decided it to transition s quickly and prudently to EVs as it could. They launched Project Grizzly (which we mentioned in Part 1 of this series) and took a leap. The problem is that there was no net to catch them. EV growth has slowed in Europe and the UK – the exact area where legislation is pushing hardest. Meanwhile in the US EV sales remain strong but there are signs of over saturation looming. The one common factor the public no matter what continent their on is a charging infrastructure still in its infancy. Luckily MINI’s “Power of Choice” strategy is designed to offer as wide a product assortment as possible for a small car company. While the tariffs could severely damage business over the next year, MINI (like BMW) has positioned themselves well to pivot quickly based on consumer demand. And even more impressive they’ve done this by market. For instance the US Countryman S has a 241 hp B48 without mild hybrid assistance (mild is very different the plugin if you’re curious). In the EU the same model makes 215 with a heavier and more complex mild-hybrid version of the B48. It sounds small but this is exactly the type of complexity MINI was anticipating as it looked to accommodate global emissions requirements that vary widely. But MINI didn’t anticipate everything perfectly. The F60 MINI Countryman Plug-In Hybrid available from 2016 to 2024. Why There are No New MINI Hybrids In late 2023 MINI quietly killed its one of its most popular models – the Countryman Plugin Hybrid. Just as plugins began to grow in popularity killed off its entrant in this space. Certain markets (and certain brands (not yet MINI) are seeing slowing sales of EVs while plugin hybrid sales are surging. Why? With no reliance on a charging infrastructure and electric only ranges increasing to well over 50 miles on many models, the use case is starting to make a lot of sense. But then again it already did many a lot of Countryman buyers. The Countryman PHEV accounted for 13% of the model’s global sales in 2018 and 25% of all Countryman sales in 2022 (its last full year of production). The BMW X1 and it’s plugin hybrid system, However MINI decided years ago that they would go all in on fully electric vehicles or internal combustion engines (ICE) with no hybrid options. So much so that they decided against creating a Countryman version of the BMW X1 Plugin Hybrid. Is there enough of a shift in demand that MINI could change their mind? It’s unclear but if they do there’s a great option in the hybrid X1 that would seemingly be straightforward to implement. If MINI borrowed the drivetrain from the X1 it would get a 150 hp combustion engine coupled with a BMW eDrive power unit creating a total output of 177 hp. But the most impressive thing would be the 56 miles of range – a massive step-up from the 18 miles in the F60 Countryman hybrid. Developing a car takes years but given the commonalities of the Countryman and there X1 and the proven nature of the hybrid system in it, we’d guess that the to market could be as little as 2-3 years. If that’s the case (and that’s a big if) we could see MINI bring a hybrid Countryman to market by 2026 – 2027. But what if MINI had truly seen the future? How would that have changed its current products? We’ll look at this tomorrow in Part 3 and talk a bit about what could have been, The post Part 2: Did MINI Go Electric Too Soon? (a Bold Choice in a Changing World) appeared first on MotoringFile. View the full article

Welcome to Part 1 in a two part series where we look at MINI’s decision to go all electric. What went into the decision, the major hurdles that have arisen and where that leaves the brand now. Look for Part 2 tomorrow where we’ll talk about when the brand is going electric and what’s next. There’s been a shift in electric vehicle demand in some markets globally that has spooked automakers. Europe went from 28% EV growth in 2023 to just 2% so far for the year. Yet other market like the US continue to see growth. Which all begs the question – did MINI commit to an all electric line-up too soon? But before we answer that question we have to go back to 2019 when MINI began what was known internally as “Project Grizzly”. Peter Schwarzenbauer, who at the time was the BMW Board Member responsible for MINI, stated that “To secure the long-term future of MINI, we will enable the range to be all electric, should the customer prefer that. The key issue is we do not know how quickly electric mobility will spread, so it was strategically important to leave this option open depending on the circumstance. Let me be clear, though, there will not be a single MINI model we plan to launch that a customer won’t be able to order with an electrified drivetrain. The J01 electric MINI Cooper The stated goal was that the brand would be all electric around 2030. To bring customers along with this seismic shift, MINI’s plan was to adopt BMW’s “power of choice” strategy offering both electric and combustion powertrains on key models. In hindsight this was incredibly smart as adoption of EVs is proving to be wildly different depending on market and customer segment. To enact Project Grizzly, MINI had a three-prong approach that would see production span the globe and ultimately prove troublesome. MINI’s Electric & Combustion Strategy Explained Across Three product Lines The Fully Electric Cooper (J01, J03) & Aceman (J05) First (and the most radical) MINI partnered with Great Wall Motors to co-develop a skate-board chassis to help defray the massive costs of a new electric vehicle platform. This is the foundation of the German engineered and designed the fully electric J01 MINI Cooper, J03 MINI Cooper Convertible and J05 MINI Aceman. The initial plan was for all three of these models to be built in China with plans to expand production to the UK either near the end of the decade or with the introduction of the 5th generation MINI Cooper range in 2031. Due to recent tariffs imposed by the US and the EU, MINI rapidly change strategy and will now produce all three of its new electric cars in the UK from 2026. The Combustion & Electric Countryman (U25) Second MINI leveraged BMW’s second generation UKL platform (which underpins the BMW X1, X2 and 2 Series Active Tourer) to build its 3rd generation MINI Countryman. Because of the versatile nature of the platform, the new Countryman is capable of offering full electric, petrol and even diesel powertrains. It’s built on Leipzig Germany alongside the bMW X1 and X2. The Combustion Cooper (F65, F66, F67) Finally MINI thoroughly refreshed the petrol powered F56 turning it into the F66 family of MINI Coopers. Designed to be purely a petrol model, this part of the strategy came together later than the J01 and U25. The intention was that the F66 and its family of vehicles mirror the design and tech that the J01 family would debut. The thought is that customers choice would simply be between combustion and electric. But did MINI miss something but going either 100% electric or 100% combustion? And how will its rush to being all electric by 2030 impact sales and customer sentiment? Was it a premature decision? We’ll touch on those topics and more in Part 2: Did MINI Go Electric Too Soon? tomorrow The post Part 1: Did MINI Go Electric Too Soon? (Why & How) appeared first on MotoringFile. View the full article

Behold, the forbidden fruit of the F66 MINI Cooper S with the optional JCW Trim. At least for those in the US. For the rest of the world the JCW Trim represents the top of the line F66 Cooper S. But what really makes this car special and should we ever expect it in the US? MINI made an interesting decision last year in offering the Cooper S with something called the JCW Trim. Interesting in that it takes the entire look of the forthcoming JCW (a car we technically haven’t seen revealed yet) and applied it to any MINI Cooper no matter the engine. On one hand it’s a wonderfully egalitarian way to allow anyone to get the look of a JCW without paying the price. On the other it’s a brand damaging option that waters down the full JCW model by offering the look and feel to anyone. MINI USA took the latter position and decided to not offer the JCW Trim at all in the US. It makes sense on the face of it however there’s a big problem. MINI global made the unfortunate decision to only offer shift paddles on cars with the JCW Trim thus US do not get shift paddles. For customers in the US, not only is the manual dead but any way to manually shift a MINI Cooper is now gone. As you can likely tell, the F66 Cooper S with the JCW Trim offers what a lot of enthusiasts are looking for. The more aggressive look of the JCW body kit, a full JCW interior and (gasp) shift paddles. Will the MINI Cooper S JCW Trim Come to the US? Technically it’s already being sold in the US. The F65 five door MINI Cooper and Cooper S are available with the JCW Trim (along with shift paddles) in North America. And based on our conversations with MINI USA representatives, it appears clear that they have gotten the feedback and will likely be offering shift paddles on the F66 MINI Cooper and Cooper S at some point in the future. Whether that’s via the JCW Trim or a blanket standard option is unclear. But we’re hoping for the latter as one of the beauties of the MINI Cooper is that even the most base model should feel as fun as possible. The post The MINI Cooper S With JCW Trim – The Faux JCW With Real Shift Paddles appeared first on MotoringFile. View the full article

The MINI TAKES THE STATES (MTTS) 2024 event concluded this weekend in Seattle, Washington, after a nine-day journey starting in Albuquerque, New Mexico. Despite the more remote nature of this year’s MTTS, the rally attracted nearly 2,000 owners who traveled over 1,600 miles across five states and nine cities in the western U.S. Of the participants, 958 completed the entire route, and 517 were newcomers to MTTS entirely. On average, 650 MINI vehicles were on the road each day, with a total of over 900 vehicles participating, representing every model year and type from the MINI lineup since 2002, along with some classic Minis from before 2000. This year’s rally, themed “Camp MINI,” supported the American Camp Association and Keep America Beautiful, organizations focused on fostering adventure and environmental stewardship. Participants’ registration fees included a donation to these groups, and MINI owners were also encouraged to engage in peer-to-peer fundraising and volunteer activities during the event. The route took drivers through scenic mountain passes, byways, and state and county roads, with stops in Colorado, Utah, Montana, and Washington. The rally also visited notable National Parks, including Mount Rainier and Yellowstone, culminating in a final celebration at the Museum of Flight in Seattle. The previous MTTS held in 2022, over 2,000 MINI owners participated, traveling through nine states and eight cities on the East Coast, from Vermont to South Carolina, with more than 1,000 vehicles participating. While the numbers were down slightly for this year’s rally, the final tally was higher than expected given the remote nature of the route and the smaller cities that it stopped at. Look for announcements about the next MINI Takes The States over early next year. MINI Takes the States 2024 Gallery default The post MINI Takes the States Wraps with Nearly 2000 MINIs Participating appeared first on MotoringFile. View the full article

On the face of it the 2025 MINI Cooper S doesn’t seem a big departure for the brand. But with the manual gone and shift paddles not even available (in the US), we had a lot of questions. So we grabbed the keys fob, a couple of cameras and headed to the mountains to get some answers. What we found was a mix of new tech, added comfort and a welcome return to form we weren’t expecting. While this video sums ups our thoughts well, don’t miss our companion written review which goes into much greater details in our thoughts and the specifications of the car. Additionally make sure to check out MotoringFile’s exhaustive information on the new model in the F66 Section. Review Notes & Background Our review took place over the course of a day, roughly 500 miles and three states. We took an indirect route from Missoula, Montana and ended up in Spokane Washington. We saw highways, mountain roads and just about everything in between. Our test car was a US Spec 2025 MINI Cooper S with the Classic Style, Iconic and Comfort Plus Packages. The only two options it lacked was the optional dynamic dampening ($500) and handy roof rails ($250). The post Video Review: 2025 MINI Cooper S In the Mountains & Backroads of the Rockies appeared first on MotoringFile. View the full article

We’ve driven the 2025 (F66) MINI Cooper S before. But never have we put so many miles on this car in on many incredible roads. Through mountain roads and over expansive stretches of highways we thoroughly tested the new MINI Cooper S with the goal to answer one simple question. How does it stack up to the MINI Coopers that came before it? The easy answer is, it’s complicated. But that sounds negative. The reality is that the F66 rounded the flawed corners of its predecessor (the F56) while adding comfort, refinement and even a touch more engagement through the steering wheel. But what it’s lost is hard to ignore. The manual is dead. And adding insult to injury, you can’t even control the DCT with shift paddles in US spec cars. So how can this new MINI Cooper possibly be better than the last? Handling & Suspension Refinements It’s what MINI has done to the steering, suspension and even the track width that has subtly but unequivocally improved the F66 over its predecessor. Due to these revisions, we found the new F66 MINI Cooper S to be the most comfortable, refined and even capable MINI Cooper S we’ve ever driven. It starts with the steering. MINI has recalibrated the the EPS system to create more linear feel and feedback. There’s more of a natural feel to the way the resistance builds in corners which allows for more information to come through the wheel. This is no R53 in the way you feel the road underneath, but this is easily the best steering MINI has had since the R56 Then there’s the suspension. Driving a MINI Cooper S over 500 miles of varied surfaces sounds taxing for those who have spent time in previous generations. However in this new car MINI has recalibrated the suspension, altering the way it soaks up imperfections while still delivering the precision that MINIs are known for. We cannot understate just how big of an improvement we felt over broken and uneven pavement. It’s nothing short of revelation compared to previous generations. In a sense MINI has attacked head-on the criticisms many had with the F56. The result is a car that seems to defy what we thought was possible; better in corners with more feedback and engagement all while being more comfortable. Upgrades Under the Hood It’s also a touch faster as well. MINI has revised the B48 under the hood to produce 201 hp, up 12 hp from the 189 in its predecessors the F56. Even more impressive is the increase in torque to 221 ft lbs, up 15 ft lbs from the F56. In the real world the most obvious difference is the torque which gives the car a bit more grunt on take off and a bigger break in traction on a 1-2 upshift. On the other hand, the extra power was most noticeable (as was the predictive shifting of the DCT) in the mid-range of the band. This was especially noticeable as we were heading up and into the mountains northwest of Missoula Montana. It was in the mountains where the new F66 MINI Cooper S came alive. Where the previous DCT was good, this new version feels telepathic in its ability to see what’s coming. Time and time again we felt it downshift into corners and upshift (almost) always where we would need it to. There’s no question that the loss of the manual is regrettable and will ultimately hurt the brand in the eyes of many enthusiasts. And the lack of shift paddles (in the US) is borderline unforgivable. But what this new DCT can do goes a long way in making up for some of that. The new interior is a mix if high and low with huge improvements in some areas with a few downgrades Living with the New Interior Our time in F66 also gave us an ample opportunity to dissect the new interior a bit more. The new circular display and MINI OS9 that runs on it was excellent 99% of the time. But there was one hard reboot that happened during our drive and some lap in a couple moments. Interesting the our Countryman JCW had none of these issues and upon inspection was running a newer version of the software. Luckily over the air updates should fix these issues but that’s assuming MINI can hold to their strategy of ongoing updates and big fixes. Another area we were curious about was the quality of the interior. While MINI has spent money on revising the mechanicals of the car, they’ve also dramatically redesigned the interior. A big part of that are the recycled textiles and synthetic leather (MINI calls this Vescin) that have been introduced with the F66. As a material Vescin is excellent and a better surface than the standard leatherette or even optional leather from the F56 generation. That said it’s not quite as soft and supple as the previously available Lounge Leather. But it will surely look new for much longer. MINI OS9 is a revelation but our Cooper S test car has a few software lags The textile material on the dash and doors is an interesting change and one that we quickly got use to. But we’d love to see more colors offers and in general more customization from MINI. As a brand that was built on the idea that every MINI is unique, it’s almost shocking how little choice of colors and material there is in MINI’s new line-up. One area that seems to be a downgrade are the plastic surfaces peppered throughout the cabin. The plastic dash close to the windshield is a clear downgrade from the F56 as is the center console material. While MINI has hid most of this with the textile trim, there’s still plenty of this cheap, black plastic to be found. In the grand scheme of things it’s likely not a deal breaker for most, but it’s an unfortunate step back from what we had experience on the previous F56 MINI Cooper. Early Conclusions The 2025 F66 MINI Cooper S is a refined and nearly perfected version of what came before it. MINI has systematically gone through the car and solved many of the issues that we’ve been critical of on the previous generation. The result is a car that comes with less excuses for ride and even handling. It’s made the Cooper S a more approachable car for more potential buyers and will surely go a long way in But in our my mind there’s no excuse for not widely offering things like shift paddles much less the a manual transmission. And MINI’s interior cost cutting is too evident at times. But despite the hard plastics and the loss of things like the side sun visor, there’s a lot to like inside. And in general this is a more pleasant place to spend time because of the added comfort and dramatically improved technology thanks to the circular OLED screen and MINI OS9. Perhaps most important MINI has made improvements to the handling and feedback through the steering wheel that cut right to the biggest critique of the previous model. This coupled with the higher levels of comfort and technology we mention above create a car that feels not just more capable but more premium. Is that enough to get past the lack of a manual or even (for the moment) paddles? That really depends on what you’re looking for in a MINI Cooper. For us the answer is no. But the moment MINI adds those shift paddles back to the car (ideally as standard on all Cooper S models) that no changes to a resounding yes. MINI Cooper S Photo Gallery The post Review: 2025 MINI Cooper S – New Levels of Refinement & Performance with One Big Omission appeared first on MotoringFile. View the full article

Our first leg of MINI Takes the States was set-up to be the perfect scenario to test the all new 312 HP MINI Countryman JCW. Winding through Utah, Idaho, Wyoming and Montana we had a chance to drive over endless highway miles, mountain switchbacks and rally stages masquerading as dirt roads. Here’s what we found. MINI Takes the States is an amazing event for MINI owners. But it’s just as an amazing way to test new MINIs. This year it was made even better by what had to be the most epic route ever in the history of the event. And of our three days at MTTS this year, we had one that really stood out for the length and challenge of the route. Perfect for the new 312 HP Countryman JCW we thought. This isn’t the first time we’ve tested the new top of the range Countryman. But as much as our first test gave were left wanting more time and more miles behind the wheel. So we set out from downtown Salt Lake City with plenty of coffee and the sun yet to crest over the mountains. The route, from Salt Lake City to Bozeman Montana (via Yellowstone) started with long stretches of high-speed highways that quickly evolved into tight tarmac and gravel backroads. It all felt like the perfect proving grounds for a 312 HP all wheel drive crossover. On the smooth Portuguese roads of our first test the new Countryman felt surprisingly comfortable and composed. But on the worn pavement we found in the Rockies, we were genuinely shocked at how it soaked up imperfections. It’s a huge improvement over the previous Countryman which was already the most comfortable MINI ever made. Naturally this is not specific to the JCW but to the entire new Countryman range. On the often broken highway roads of Idaho, the Countryman’s new suspension calibration was a revelation. Add to that a noticeably quieter cabin and you have a small crossover that feels as quiet and relaxing as a BMW X5 from not that long ago. Helping this was the Countryman’s new ADAS system (Advanced driver-assistance systems). While there wasn’t an enormous amount of straight roads even on the highway, the new autonomous driving features helped the miles fly by and ultimately made an 8 hour day feel much less taxing. Heading into the Bridger Mountains just east of Bozeman but where this car came alive was in the mountains. The quicker, more natural steering combined with better damping made the Countryman more confident in corners and more enjoyable at the limit. This was especially the case on tight tarmac and dirt mountain roads. Where the previous generation felt overly synthetic in its steering, this new generation has a more natural build up in resistance and weight. Just as important was the way the suspension kept the car composed over rough surfaces allowing for more grip, more of the time. It all allowed the Countryman JCW to feel less flustered and more confident. If you combine the improved handling and suspension traits with the updated tech and interior design, new Countryman JCW feels like a more honed, sophisticated package that is both more comfortable and capable. Not exactly the route we took but you get the idea. But not all was perfect. The new 7 speed dual clutch transmission felt slow to respond to some manual shifts and (at times) even its actual gear changes felt less snappy. Having been recently put a lot of miles on two different 2024 Clubman JCW with the 8 speed auto, it was an easy and interesting comparison to make. While the new DCT is clearly more refined, it also felt like a step backward in how quick it swapped gears under hard acceleration. Gone are the snap-like shifts and in their place smoother but slower ones. The slow-speed lurching that could be felt with the old 8 speed (in sport mode) has been eradicated, but then so too is some of drama. This coupled with the fact that the new Countryman JCW is down 36 ft lbs of torque and it’s clear that some performance has been traded for everyday livability. While the transmission issues can theoretically be fixed with over the air software updates, the torque deficit has to do with the DCT not being able to cope with more than 295 ft lbs. Another area that software could be improved was the responsiveness MINI OS9. Interestingly every new MINI we drove during MTTS were all a bit different in their various glitches. Of the three new MINI we drove, Countryman JCW was the best with just a few lags in inputs. The worst we experience was in our Countryman S test car which had frustratingly slow reactions in certain scenarios. When talking to MINI representatives about these issues they promised that over the air software updates were coming to address issues like this as well as add functionality like Personal Mode. The most fun we had all day was on the well groomed dirt roads between Bozeman and Paradise Valley Outside of these two issues we found a lot to love on this new Countryman JCW. It’s a more premium product that delivers a better driving experience while providing more comfort and capabilities. The quicker, more natural steering, better suspension calibration made the car better in corners while being more comfortable on the highway. Perhaps most importantly it feels like a true premium product that’s not just fun to drive but easy to live with. Compared to MINIs of the past, that might be the true revelation. The post Video Review: Driving the 2025 MINI Countryman JCW Through Big Sky Country appeared first on MotoringFile. View the full article

The iconic MINI TAKES THE STATES (MTTS) rally, hosted by MINI USA, commenced this weekend, with MINI enthusiasts embarking on a challenging nine-day road trip through the some of the most scenic roads in US. And we’re getting set to join the traveling part Wednesday. The biennial event, now in its ninth iteration, expects to draw approximately 3,000 MINI owners, with 600-800 vehicles participating daily. The rally will traverse through five states and nine cities in the western United States, covering more than 1,600 miles of picturesque landscapes. This year’s theme, “Camp MINI,” underscores the rally’s support for the American Camp Association and Keep America Beautiful. A portion of each participant’s registration fee will be donated to these organizations, which promote adventure and environmental stewardship. The convoy will travel through Colorado, Utah, Montana, Idaho, Oregon and Washington State, offering breathtaking views of natural wonders such as the Rio Grande, Mount Rainier, and Yellowstone National Park. Along the way, MINI owners will have the opportunity to foster deeper connections with the brand and fellow enthusiasts at a series of Rise and Rally events, preceding each leg of the journey. And naturally there will be pop-up owner led events every night. Reflecting on the 2022 rally, which saw over 2,000 MINI owners travel across nine states and eight cities in the eastern United States, from Vermont to South Carolina, MTTS 2024 is likely going to go be a bit more grand in terms of scenery and miles driven. Our Route and MINI(s) No surprise we’re going to be behind the wheel of the two latest petrol-powered MINIs to reach the US. More specifically we’ll be putting some miles on the U25 MINI Countryman JCW and the F66 MINI Cooper S. But just as important is our route. Due to scheduling conflicts I’ll will be the sole MotoringFile representative and I’m aiming to join the party at Salt Lake City just as things get interesting. Here’s the route I’m planning on taking along with some suggestions on where to go, what to see and even where to stay. JULY 16 – Land in Salt Lake The plan is for me to join the party in Salt Lake City on the official MTTS day off. I’ll collect my car from MINI and get prepped for the trip that begins almost immediately. Yellowstone’s breathtaking Lower Falls and Grand Canyon July 17 | Explore the Tetons, Bridger National Forest & Yellowstone My first day the plan will be to deviate a bit from the formal route and head to the Tetons, Bridger National Forest and eventually Yellowstone. This route, while longer, is an epic one that should not be missed. The exact route will heading to western Wyoming and north via 189. This will take you through Jackson (a great place to stay the night if you want to take advantage of that extra day MINI is giving you) before heading into Yellowstone itself. Pine Creek Lodge, Paradise Valley MT Yellowstone can be very busy this time of year but is still highly worth a visit. Pro-tip; Entering from the south entrance will save you some time and unless you have to see Old Faithful, you’re better off sticking the east side to avoid some of the traffic. It’s also a direct shot to the Grand Canyon of Yellowstone which is not to be missed. From there the plan is to head north into Paradise Valley (it’s called that for a reason) and make a pit-stop in Livingston Montana (one of our favorite towns in the world) before heading to Bozeman. If you can take advantage of the day off and head north early, we’d highly recommend spending some time in this area. You can stay (or just taking a dip) at Chico Hot Springs, catch a show at legendary Pine Creek lodge and even grab a drink while watching the sunset at the Sage. There’s incredible hiking as well. For that be sure to check out All Trails have a guide to take you off the beaten path. Want recommendations for places to stay on your days off? Here are our suggestions for the area that have a bit of local flavor: Livingston & Paradise Valley: Chico Hot Springs, Murray Hotel, Sage Lodge, Under Canvass Bozeman: The Lark, The Kimpton Armory The Bridger Mountains July 18 | On Our Way to Missoula, MT Via the Lewis and Clark National Forest We’ll be at the Giddy up to Hardscrabble Ranch – a retreat destination in the Bridger Mountains to kick off a day. Pro-tip – there will be ZERO cell reception in the Bridger Valley so be prepared. From there we’ll hop on I-90 and head west out of the Bridger Mountains and into the expansive ranch land west of Bozeman. We’ll eventually make our way to Enjoy the serene, open spaces as we make our way to Helena, the capital of Montana and a former gold rush jewel.We’ll then head to Highway 12 winding through the Lewis and Clark National Forest. And there finally back onto I90 and Missoula. July 19 | Missoula, MT – Spokane, WA We’ll be opting for the scenic route once more as we take 93 N through Lolo National Forest and Flathead Reservation. The plan is to head into the forest of pines, and through McLeod Peak and Ch-Paa-qn Peak and eventually into the beautiful lakes, mountains and rivers of western Montana and Idaho. Eventually we’ll hit state Highway 95 and Washington State. And with that, we’ll be heading back east surely with second thoughts about not going the entire way. If you want to meet up along there way, the best way is to Direct Message us via Instagram and let us know! The post MINI Takes the States Kicks off & MotoringFile is Joining the Party appeared first on MotoringFile. 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