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MINI will introduce its first special edition of the new MINI generation later this year with the MINI Cooper 2000 GT—a tribute to the iconic Mini 1275 GT. But what will the 2000 GT look like, and what will it offer? To find clues, let’s start with its name. What’s in a Name Both the 1275 GT and 1499 GT were named after their engine sizes. The Mini 1275 GT was named for its 1,275cc engine, while the 1499 GT was named after its 1,499cc (1.5-liter) turbocharged 3-cylinder engine. With the F66-generation Cooper C and Cooper S both using the 2.0L B48 engine in North America and other select markets, it appears MINI is once again using engine displacement to dictate the name. Almost. The 2.0L B48 is technically 1,998cc, not 2,000cc, but MINI may have rounded up for simplicity. This raises an interesting questions: Will the 2000 GT be based on the Cooper S, or is it a North American-exclusive Cooper C special edition? Or could this even signal the end of MINI’s 3-cylinder engine globally, as some sources suggested last year? But just as important—what will the 2000 GT offer that’s unique? To get answers, let’s look back at the original 1969 Mini 1275 GT and the 2020 1499 GT Special Edition that it inspired. The original Mini 1275 GT Mini 1275 GT: The Unsung Hero of Mini Performance When people think of classic fast Minis, they often go straight to the legendary Cooper S—and with good reason. But there’s another performance Mini that deserves more attention: the Mini 1275 GT. Often misunderstood and sometimes overlooked, the 1275 GT carved out its own place in Mini history as a spirited, practical, and more affordable alternative to the Cooper S. Design: The Clubman Look One of the biggest visual departures from the classic Mini was the 1275 GT’s squared-off Clubman nose, designed by Roy Haynes (previously of Ford). While controversial among purists, this gave the car a more contemporary look and set it apart from traditional Minis. The original Mini 1275 GT A Cooper S Alternative Powered by a 1275cc A-Series engine producing 59 hp, it wasn’t as quick as the Cooper S (0-60 mph in 12.9 sec, 87 mph top speed), but it retained the Mini’s legendary handling. Key upgrades included front disc brakes and a tachometer as standard—a first for a Mini. Once overlooked, the 1275 GT is now a sought-after classic, recognized for its blend of style, performance, and affordability. The 2020 MINI Cooper 1499 GT 2020 MINI Cooper 1499 GT: Inspired by the Past Always eager to draw from its history, MINI introduced the 1499 GT Special Edition in late 2017, with the model finally reaching North America in 2020. This limited-run edition was a tribute to the 1275 GT, blending retro styling with modern performance. For the North American market, production was limited to just 150 units, with only 30 offered with a manual transmission. The 1499 GT featured a Midnight Black Metallic exterior accented by gold 1499 GT side stripes, evoking its historic predecessor. It also came with a John Cooper Works (JCW) body kit, including sporty front and rear bumpers, side skirts, and a split-level spoiler, giving it a more aggressive stance. The 2020 MINI Cooper 1499 GT Under the hood, the 1.5-liter 3-cylinder engine produced 134 horsepower and 162 ft-lbs of torque—the same as a standard Cooper at the time. Much like the original 1275 GT, the 1499 GT borrowed elements from higher-performance models and applied them to a more budget-friendly package. The 1499 GT was priced at $27,040, plus an $850 destination and handling fee. 2026 MINI Cooper 2000 GT – What to Expect & When We’ll See It While details remain scarce, we’ve been told to expect a throwback aesthetic and possibly exclusive options and styling cues aimed at MINI enthusiasts. The 2026 MINI Cooper 2000 GT is set to debut later this year, with sales expected to begin in the fall. Stay tuned for more details as they emerge. The post Exclusive: MINI Cooper 2000 GT Special Edition Coming Later This Year appeared first on MotoringFile. View the full article

Update: We’ve received information that makes us doubt the quality of information provided by GBnews.com. We stand behind our recent article stating that BMW has halted plans to produce the current J01 and J05 electric MINIs at Oxford. MINI has confirmed that it will build an electric Cooper and Aceman at its Oxford Plant. At least that’s what it appears in a story from the GBnews.com outlet. However that doesn’t necessarily mean it will be the J01 Cooper and J05 Aceman as we know them nor does it mean this is all entirely accurate. Late last year, we reported that MINI had shelved plans to produce the current electric J01 MINI Cooper and J05 MINI Aceman at its Oxford plant. However, we were clear that this strategy shift didn’t mean MINI was abandoning EV production in the UK altogether. This week, MINI appeared to confirm that by once again committing to building electric models at its Oxford facility with a major capital investment. Electric Cooper & Aceman Production Confirmed for the UK If the news is to be believed, MINI has publicly reaffirmed its substantial £600 million investment to prepare the Oxford plant for production of two new electrified models and even named them—MINI Cooper and MINI Aceman—starting in 2026. On paper, this might seem to contradict our earlier reporting. However, our sources remain firm in stating that the J01 and J05, as we currently know them, will not be built in the UK. Instead, the rumors suggest that future Oxford-built electric MINIs will be different from the J01 and J05 in their current form. Due to components being sourced from new suppliers, these models will also receive new BMW codenames. Details on how MINI will change these models remain scarce. However, we do know there’s a pressing need to source components from suppliers and factories that are less impacted by European and American tariffs. Additionally, MINI is planning an LCI (BMW-speak for a mid-cycle refresh) to coincide with the start of UK production. Taken together, this means that the Oxford-built electric models could end up being noticeably different from their Chinese-built counterparts. Eventually we expect UK production to primarily serve European and American markets, while Chinese production continues to supply Asian markets. Our Take If true this could be great news for MINI fans looking for clarity on the brand’s EV plans. And some of it aligns with what our sources have been telling us—EVs will be made in Oxford eventually. But there are still plenty of unknowns. Just how different will these models be? Can MINI refine them to be more competitive in cost, quality, and even weight—especially against rivals like the Renault 5? We should start hearing more soon. Stay tuned. The post [UPDATED] MINI Appears to Confirm Electric Cooper & Aceman Production in the UK: But Questions Remain appeared first on MotoringFile. View the full article

Big news for electric MINI owners in the US. IONNA—the powerhouse joint venture backed by BMW, General Motors, Honda, Hyundai, Kia, Mercedes-Benz, Stellantis, and Toyota—has officially kicked off full-scale national deployment, aiming to roll out 30,000 chargers within the next five years. To mark this game-changing moment for EV infrastructure in America, all eight automakers are coming together at the grand opening of the very first IONNA Rechargery in Apex, NC. Refining the Network Before Scaling Up Throughout late 2024, IONNA put its system through extensive testing, logging 4,400 charging sessions across more than 80 vehicle models and delivering nearly 63,000 kWh of energy. Feedback from automakers and early users informed refinements to both hardware and software, ensuring a seamless customer experience before nationwide expansion. With over 100 contracted sites now in development, IONNA is set to accelerate growth. This week, new Rechargeries are opening in Houston, TX, and Abilene, KS, with Willcox, AZ, plus six additional locations under construction. Meanwhile, the Durham headquarters and Customer Experience Lab will serve as a research and development center, dedicated to improving network reliability, optimizing user experience, and integrating new technologies. Now just imagine if this was an IONNA charging station. Building a National Charging Network From its inception, IONNA has positioned itself as a solution to one of the EV market’s most persistent challenges: access to reliable, well-placed, and user-friendly charging stations. With 1,000 new charging bays expected to come online in 2025, the network aims to provide the kind of consistency and convenience that will be critical to mainstream EV adoption. Beyond infrastructure, the venture represents a substantial investment in U.S. manufacturing and job creation. Over the next five years, IONNA plans to build 30,000 charging bays, reinforcing domestic supply chains and advancing EV technology in the process. Innovation at the Charging Station Beginning in early 2025, IONNA will introduce AI-driven checkout-free retail technology at its Garner, NC location. Developed in collaboration with Amazon, the system will use computer vision and sensor fusion to allow drivers to purchase refreshments and essentials without waiting in line—an effort to make charging stops more efficient and convenient. Meanwhile, Plug & Charge technology is expanding to include a broader range of automakers, allowing vehicles to authenticate and begin charging automatically. Future updates will bring additional features like AI-driven route optimization, in-car payments, and smart reservations, making IONNA the most integrated charging network in the country. As the EV market matures, charging infrastructure is emerging as a defining factor in adoption. IONNA’s national rollout signals a step toward a more cohesive, reliable charging experience—one designed with both current and future EV drivers in mind. The post The BMW’s EV Charging Joint venture is Going From Beta to Full-Scale Rollout appeared first on MotoringFile. View the full article

Another big show and our first for 2025. First up we’re talking about new MINIs and specifically Todd’s new Cooper JCW and Countryman SE. We go deep on what it’s like to own an electric Countryman and Todd and Gabe’s early experiences. We then dive deep on some major MINI news including changes in the brand’s EV strategy and some impressive new competitors like the Renault 5. If you aren’t getting the pre-show, click over to Black Roof Radio to download it for free. You can also find the RSS feed there, so you can subscribe automatically. All of the links discussed in this episode can be found linked up below! And if you’re curious, episode 700, is already in the planning stages. MotoringFile Videos What’s Next For The Electric MINI Cooper — Our Predictions For 2025 & Beyond First Look: 2025 MINI Cooper JCW Performance Accessories MINI Ends Aftermarket Coding–While Introducing Its Own Customization Options 61 Years Ago A MINI Cooper Shocked The World By Winning The Monte Carlo Rally Video Review: 2025 MINI Cooper JCW (F66) — Upgrades, Downgrades & How It Compares To Previous JCWs Video: The Origin Of John Cooper Works & A Look At The First JCW MINIs (Video) Road Tripping The 2025 Electric MINI Countryman SE: A Real-World Winter Test The post White Roof Radio 699: Countryman SE Ownership & MINI’s EV Strategy Decoded appeared first on MotoringFile. View the full article

MINI has always been known for its driver-focused experience, but recent decisions like phasing out manual transmissions and removing paddle shifters on most models have left enthusiasts scratching their heads. Now our sources suggest that MINI may be bringing back a key feature (and some driver engagement) to one of its most popular models. According to sources, MINI is in the planning stages of the Countryman’s mid-life cycle refresh (or LCI in BMW-speak), and part of that update will include bringing shift paddles back to more models and trims. Specifically, this means the Countryman S will once again feature shift paddles, likely across all trim levels—not just the JCW Trim, which is unavailable in North America. The boost feature will likely not filter down into the Countryman S For a preview of how they might look and function, we can simply look at the current JCW Countryman. Assuming MINI doesn’t revise the design (which it should, but that’s another topic), expect two plastic paddles—downshifts on the left, upshifts on the right. However, it’s unlikely the Boost feature will make its way to the Countryman S, as MINI will likely keep that exclusive to JCW models. Our sources indicate that both the electric and combustion-powered Countryman LCI updates will debut simultaneously in Spring 2026. For more on the upcoming refresh, check out our latest report. Or sources indicate that both the electric and combustion Countryman updates will debut simultaneously in Spring 2026. For more on the Countryman LCI, check out our recent report. The post Exclusive: MINI to Bring Shift Paddles Back to the Countryman S appeared first on MotoringFile. View the full article

MINI USA is reintroducing its popular Oxford Edition models as a way to offer a low-cost entry point for the brand in the U.S. However, this isn’t a stripped-down, no-frills package. As before, MINI USA has bundled a selection of options and leveraged volume discounting to create a compelling product at an attractive price. First reported by Automotive News and collaborated by sources, the Oxford Edition models aim to provide lower-priced options to both boost sales and introduce new customers to the brand. The Oxford Edition models are expected to offer bundled features at a more affordable price point, appealing to value-conscious consumers. It’s important not that this is a package and not a new model offering like the Countryman C we reported on yesterday. The History of MINI USA’s Oxford Edition The MINI Oxford Edition was initially introduced as a value-oriented variant of the MINI Hardtop, exclusively available to college students and recent graduates. In October 2020, MINI USA expanded the Oxford Edition lineup to include the Countryman model and made it accessible to all customers. In October 2020, MINI USA expanded its Oxford Edition lineup to include the Countryman model, offering features such as leatherette upholstery, a 6.5-inch display with Bluetooth, a rearview camera, rear park distance control, a panoramic sunroof, 18-inch wheels, an anthracite headliner, heated front seats, and automatic climate control. The 2020 MINI Cooper Countryman Oxford Edition was priced at $25,900, while the Cooper Countryman ALL4 Oxford Edition was $27,900, including approximately $5,500 worth of optional equipment as standard at no additional cost. As of February 2023, MINI USA reintroduced the Classic Trim to all Hardtop, Clubman, and Countryman models, with the base MINI Cooper in Classic Trim starting at $25,800. This reintroduction marked a shift from the earlier pricing of the Oxford Edition, which was previously available for just over $20,000. Fast forward to today and MINI has officially announced the return of the Oxford Edition models to the U.S. market. According to Mike Peyton, Vice President of MINI’s America region, these upcoming Oxford Editions will not be stripped-down versions to reduce costs. Instead, they will bundle certain features at a lower price compared to ordering them individually. An official announcement with more details is expected in the coming weeks. The Oxford Edition has historically been an attractive option for new buyers, with up to 80% of purchasers being new to the MINI brand. The reintroduction of these models aims to bolster sales following a challenging year in 2024. With a refreshed lineup and the return of the value-oriented Oxford Editions, MINI aims to sell approximately 35,000 cars in the United States in 2025. The post MINI USA to Re-Introduce Oxford Edition MINIs As Value Based Packages appeared first on MotoringFile. View the full article

It’s been almost a year since the redesigned MINI Countryman launched in the U.S. Completely overhauled, it has grown in size, tech, and power across the board. However, in North America, it has also shrunk in one key way—the number of models offered. That, according to sources, is about to change with the introduction of a new entry-level variant from MINI USA. The MINI Countryman C is Coming to America According to sources, the entry-level Countryman—already available in Europe and Asia—is finally making its way to North America. But what exactly is the “C”? Officially, MINI hasn’t provided an explanation for the letter, but internally, some within the brand refer to it as “Core.” The name also aligns nicely with the previous Countryman Cooper in both positioning and performance. Since MINI has smartly reserved the “Cooper” name for its iconic hatch, product planners needed an alternative—and “C” was the answer. MINI Countryman C Specifications & Performance For the U.S. market, the MINI Countryman C will feature the same B48 2.0L four-cylinder engine as the Countryman S but in a detuned state, producing 161 hp and 184 lb-ft of torque. Essentially, it’s a Countryman S with an electronically reduced power output. However, for some buyers, the bigger distinction between the two lies elsewhere. Front-Wheel Drive Only Unlike the all-wheel-drive-equipped Countryman S ALL4, the Countryman C is front-wheel drive only. This gives the two models a clear distinction, not just in performance but also in capability—particularly in snowy conditions and light off-roading. Countryman ModelCountryman C (USA)Countryman S (USA)JCW (USA)Power161 hp241 hp312 hpTorque184 lb-ft/1,480 rpm295 ft lbs295 ft lbsTransmission7 speed DCT7 speed DCT7 speed DCTDrivetrainfront wheel driveall-wheelall-wheel0-60 mph8.36.25.1Maximum speed132 mph132 mph155 mphCurb weight (LBS)3,571 lbs *3,688 lbs3,825 lbsThis is the weight of the EU spec Countryman C which has the smaller 3 cylinder engine. Subtle Visual Differences Aesthetically, the Countryman C looks nearly identical to other Countryman models. MINI’s new (and controversial) approach dictates that styling differences come from trim levels rather than specific models. As a result, the only real visual cue distinguishing the C from its more powerful siblings will be the lack of badging. Why Is MINI USA Introducing the C Now? Why is MINI USA just now introducing the Countryman C instead of launching it alongside the rest of the range last year? While we don’t have official confirmation, we believe it comes down to rollout strategy. MINI likely focused on its higher-volume sellers first before expanding the lineup. Historically, the entry-level Countryman (previously known as the Cooper) hasn’t been a big seller in North America, making it less of a priority during the initial production ramp-up. Another possible reason? Powertrain complexity. In most global markets, the Countryman C is powered by a three-cylinder engine, but for North America, MINI had to create a specific detuned version of the four-cylinder B48. That added complexity may have delayed its introduction. Pricing & Release Timing We don’t have official details on pricing or release timing yet, but more information should be available soon. So, what do you think? Does a lower-priced, front-wheel-drive Countryman C appeal to you? Or would you rather stick with the AWD-equipped S ALL4? Let us know your thoughts! The post Exclusive: MINI USA Introducing a New Entry-level Countryman appeared first on MotoringFile. View the full article

We broke this rumor a few weeks ago, but we have a bit more to say. So, we took to YouTube to discuss MINI possibly canceling plans to produce the J01 and J05 in Oxford—and what might be built in their place. It’s a complex story that might be better told through video. The Backstory In a surprising development, BMW is rumored to have shelved plans to build the new MINI Cooper Electric (or Aceman) in the UK. Despite earlier intentions, the decision not to electrify the Oxford plant in the near term means both models are permanently off the table for the U.S. market—and likely won’t have replacements globally. This could ultimately lead BMW to reconsider the entire Spotlight Automotive joint venture once the J01 and J05 models run their course around 2031. The impact extends beyond just these models, potentially signaling a shift in MINI’s broader direction. With global tariffs surging and the EV landscape shifting under everyone’s feet, BMW appears to be second-guessing its plan for Chinese production—and perhaps even MINI’s long-term product strategy. What This Means for North America This development seemingly ends any chance of the J01 MINI Cooper EV or J05 MINI Aceman reaching most of the Americas, including the U.S. market. With 100% tariffs looming over Chinese-made EVs, the math simply doesn’t work for dealers or customers. However, as we mention in the video, this could ultimately be a good thing. MINI now has the opportunity to regroup, rethink its strategy, and potentially iterate on the J01 for a new model offering sooner rather than later. The post Video: MINI Rumored to Cancel UK Production of the Electric J01 MINI Cooper appeared first on MotoringFile. View the full article

Last year, we posed the question: Did MINI make a mistake by not keeping a plug-in hybrid in its lineup? With EV sales varying by market and charging infrastructure still a major hurdle, it’s starting to look like MINI should have retained the plug-in hybrid Countryman. But there’s good news—it would be relatively easy for them to bring it back. Here’s how. In some markets and for certain brands (though not yet MINI), EV sales are slowing for a variety of reasons. At the same time, hybrid sales are surging, with many buyers seeing them as the ideal bridge between electrification and the still-developing charging network. Could this shift in consumer demand be enough to make MINI reconsider hybrids? We think so. Years ago, MINI made a clear decision to go all-in on either full EVs or internal combustion engines (ICE), completely bypassing hybrids. This commitment was so strong that MINI opted not to develop a plug-in hybrid Countryman, even though BMW offers one in the closely related X1. But with demand shifting, could MINI reverse course? Why A Countryman Hybrid Could Change the Game First, let’s talk about the new BMW X1 Hybrid and why it represents such a leap forward from the previous Countryman PHEV. It combines a 150-hp combustion engine with a BMW eDrive unit for a total output of 177 hp. The real standout, though, is its electric range—56 miles, a massive improvement over the 18 miles offered by the F60 Countryman Hybrid. That’s enough range for most commutes, effectively making it a pure EV for those with access to home charging. Could MINI Actually Make This Happen? Developing a new vehicle takes years, but given the shared architecture between the Countryman and X1—and the fact that the hybrid system is already developed—MINI could potentially bring a plug-in hybrid Countryman to market in as little as 2-3 years. If that timeline holds (a big if), we could see a return of the hybrid Countryman by 2026 or 2027. But here’s where things get complicated. The current U25 Countryman is scheduled to end production on December 31, 2030. If MINI sticks to that timeline, a plug-in hybrid version would only be on sale for about three years. Is that make it worthwhile? Could MINI Extend the Countryman’s Lifespan? This all assumes MINI will stop producing the Countryman in 2030. We believe MINI could push back the end of production for the Countryman allowing MINI even more time to recoup any investment in a new hybrid. With the UK and the EU allowing hybrid sales until 2035, MINI has room to extend production—potentially keeping the Countryman on sale in plug-in hybrid form until the phase-out deadline. If that happens, we could see another multi-stage refresh (similar to what we saw with the F56 over the past decade). And let’s not forget North America, where the Countryman PHEV could be a hit. Given the region’s vast geography and underdeveloped charging infrastructure, a plug-in hybrid MINI could be a smart move. What Do You Think? Should MINI bring back the plug-in hybrid Countryman? And if they did, would you buy one? Let us know in the comments. The post Opinion: It’s Time for the Countryman Hybrid to Return and Here’s How To Do It appeared first on MotoringFile. View the full article

BMW and other automakers are suing the European Union in a high-stakes legal battle, joining a growing wave of Chinese automakers challenging punishing tariffs of up to 45% on electric vehicle imports. The tariffs threaten to upend billions of dollars spent on a global production strategy that would have helped defray the enormous expense of engineering and building electric vehicles. Here are the details. According to the EU’s General Court website, both companies filed cases against the European Commission last week, though the specifics of their claims remain unclear. The EU’s decision to impose these tariffs came in October after an investigation found China guilty of unfairly subsidizing its EV industry. With negotiations falling flat, the EU slapped the new fees on top of the standard 10% import duty. The Chinese made MINI Aceman In late 2024, the European Union imposed anti-subsidy tariffs on electric vehicles (EVs) imported from China, citing concerns over unfair state support that allowed these vehicles to undercut European prices. The tariffs vary by manufacturer: Tesla faces a 7.8% duty, while Chinese companies like BYD and Geely are subject to 17% and 18.8% tariffs, respectively. State-owned SAIC, which owns the MG brand, faces the highest tariff at 35.3%. These measures aim to protect the EU’s automotive industry from subsidized competition. BMW subsidiary MINI, which produces the electric Mini Cooper and Mini Aceman in China, is directly affected by these tariffs, facing a 20.7% duty on its China-made EVs. The company lodged its complaint at the General Court, the lower chamber of the CJEU, just before the filing deadline. Proceedings at the General Court typically last about 18 months and can be appealed. How are these tariffs affecting automakers? A look at the MG brands is telling. MG’s parent company, the state-owned SAIC, got hit hardest with a total tariff burden at the maximum 45% level. Once Europe’s top-selling Chinese car brand, MG has seen sales drop 58% in November, per data from Jato Dynamics. It’s unclear how this will affect MINI in the near term but based on our previous reporting, BMW will likely transition away from Chinese exports to a more regional based production strategy. The post BMW Sues the EU Over Chinese EV Tariffs appeared first on MotoringFile. View the full article

On the heels of our video review of the new 2025 MINI Cooper JCW, we now have our first look at some of the highly anticipated performance accessories. As you can see, MINI has raised the bar with this generation of accessories, opting for bolder, more aggressive designs. Let’s dive in. While this set of photos gives us plenty to analyze, it’s focused on winter-oriented accessories. Unfortunately, that means there are still no official images of the forthcoming (and stunning) 18” JCW wheels we teased earlier. But there’s still a lot to take in here. If you’re looking to up the aggression over the standard JCW, the aerodynamic upgrades deliver in spades. Winglets for the front and rear bumpers, paired with side skirts, give the car a sharper, more menacing stance. And as always, these aren’t just cosmetic—they’ve been tested to BMW’s high standards to work seamlessly with the car’s aero profile. Even the C-pillar gets a new accessory, adding a bit more muscle to the JCW’s silhouette. What’s still missing (aside from those gorgeous wheels) is any sign of an official JCW four-piston front brake kit—something that would bring the F66 JCW’s braking performance in line with the previous F56 version. However, more images and product details are likely to emerge in the coming months. Until then, take a look at the gallery and let us know your thoughts below. 2025 MINI Cooper JCW Accessories Gallery The post First Look: 2025 MINI Cooper JCW Performance Accessories appeared first on MotoringFile. View the full article

Say goodbye to aftermarket coding and apps Bimmercode. MINI has shut down the popular coding loophole on its latest models—but there’s a twist. With the introduction of MINI OS9, new built-in customization options bring some of those tweaks to the masses. Here’s everything you need to know. Aftermarket coding has been popular for years, fueled by a new wave of apps that connect to MINIs via the OBD-II port, enabling quick and easy changes to various settings. BimmerCode has long been a favorite among enthusiasts, unlocking European-specific features unavailable in North America or making tweaks like setting Sport Mode as the default driving mode. While MINI has shut down almost all of this app-based customization (there are a small number of tweaks still possible), they’ve also introduced built-in options that offer some of these features as standard. For example, drivers can now select a default Drive/Experience mode for their MINI. However, there’s one glaring omission—Go-Kart mode. Why? We suspect it’s tied to efficiency ratings, though MINI has yet to formally confirm this. App-Based Coding Explained BimmerCode and similar apps are specifically designed for BMW Group vehicles that share a common software platform, including BMW, MINI, and even Rolls-Royce models. These apps allow users to unlock hidden features, personalize vehicle settings, and make coding changes directly from a smartphone or tablet. By connecting to the car’s OBD-II port using a compatible adapter (like the Veepeak or OBDLink adapters), they provide access to a range of options often unavailable in certain markets or locked by default. Many enthusiasts use these apps to enable European-specific features, such as disabling seatbelt chimes, activating rear fog lights, or customizing turn signal behaviors. They also allow adjustments to headlight settings, like activating “welcome lights” or customizing DRL (daytime running light) configurations. Beyond that, users can fine-tune interior and exterior lighting, sound system preferences, and even the display options for the instrument cluster—and that’s just scratching the surface. MotoringFile Take It’s important to recognize that this move isn’t simply MINI trying to eliminate customization. For any automaker, leaving these kinds of loopholes open poses a real risk. While we’ve always appreciated what apps like BimmerCode offer, we also understand that things can go wrong—especially in expert mode. Even though it’s relatively simple to reset a MINI’s coding to its factory default, the potential for errors creates a liability for MINI, particularly when it comes to warranty claims. From that perspective, it’s understandable why MINI would take steps to close the door on this type of aftermarket customization. Still there will surely be some that miss the unfettered access to the system that Bimmercode brought. Related Videos The post MINI Ends Aftermarket Coding—While Introducing Its Own Customization Options appeared first on MotoringFile. View the full article

Sixty-one years ago, the little Mini Cooper pulled off one of the greatest upsets in motorsports history by winning the prestigious Monte Carlo Rally. Then it went on to do it again. And again. That three-peat has become one of the defining touchstones of MINI culture—an achievement that feels almost mythical among enthusiasts. Sure, the story is well-known, but it’s worth repeating because it’s a triumph that still feels as improbable now as it did then. Against cars with more than double (or even triple) the power, the Mini proved what’s possible when great engineering, clever strategy, and sheer willpower come together. Today, MINI continues to prioritize racing—and that’s something worth celebrating. Whether it’s a near-stock JCW taking on the Nürburgring or a Dakar beast storming across the desert, it’s deeply satisfying to know there are MINIs out there being driven in anger. Bonus points when they win. But nothing quite compares to that first Monte Carlo win 61 years ago—a victory that shocked the motorsports world like no other The History of Mini Winning The Monte Carlo Rally On January 21, 1964, Paddy Hopkirk and co-driver Henry Liddon shocked the motorsport world when their Mini Cooper S—sporting just 90 horsepower—took first place at the Monte Carlo Rally. The victory was nothing short of miraculous, a classic David-versus-Goliath tale where the underdog didn’t just win—it redefined what a rally car could be. With its front-wheel-drive layout, compact size, and rally-prepped engineering, the Mini Cooper S danced through the icy, narrow roads of Monte Carlo, leaving its more powerful competitors floundering. Hopkirk himself attributed the win to the Mini’s nimbleness on snow-covered roads, saying, “Although the Mini was just a little family saloon, it had a lot of technical advantages. We were lucky—everything came together at the right moment.” Key among those moments was the infamous “Night of the Long Knives.” This grueling, snow-packed stage saw the Mini come alive, particularly on the downhill sections where it clawed back time lost to the heavy-hitting V8s like Bo Ljungfeldt’s Ford Falcon. In the end, Hopkirk’s Mini (license plate 33 EJB) took the win, and the rest, as they say, is history. The victory wasn’t just celebrated by motorsports fans—it became a national sensation. Hopkirk received a congratulatory telegram from the British government, and even The Beatles sent him an autographed photo with the caption: “You’re one of us now, Paddy.” A proper British rockstar, only with a rally car instead of a guitar. The triumph of the classic Mini in the Monte was lauded as a sensation by motor sport fans around the world. But this wasn’t a success that came entirely out of the blue: the small car developed by Alec Issigonis, then Deputy Technical Director at the British Motor Corporation, possessed an inherent sporting talent from birth. The first person to spot this potential was John Cooper. The sports car designer was the driving force behind construction of a more powerful version of the car. The Mini produced only 34 hp at launch, but its front-wheel drive, low weight, wide track and comparatively long wheelbase made it an extremely agile four-seater and paved the way for its forays onto race circuits and rally courses. As early as 1960, big-name racing drivers like Graham Hill, Jack Brabham and Jim Clark were spotted testing the cornering flair of the John Cooper-tuned small car on the Silverstone Formula One track. However, the classic Mini was most at home in rally racing. Patt Moss, sister of grand prix driver Stirling Moss, piloted it to wins in the Tulip Rally and Baden-Baden Rally in 1962. And by the following year, the diminutive British car was ready to burst into the public consciousness at the Monte Carlo Rally. Preceding years had been a tough learning experience for the works team, but now they would make people sit up and take notice. Rauno Aaltonen and Paddy Hopkirk drove the 55 hp Mini Cooper to a 1-2 finish in their class, which was good enough for third and sixth places overall. It was clear that the classic Mini was better equipped than any other car to pull off the classic David vs Goliath act. John Cooper had long suspected that the car had what it took. Back in 1959 he instructed Roy Salvadori to drive a prototype to the Italian Grand Prix in Monza. The journey itself turned into a race between Salvadori and fellow racing driver Reg Parnell at the wheel of an Aston Martin DB4. The result confirmed what Cooper had foreseen in his mind’s eye: the Cooper-prepared classic Mini arrived around an hour earlier than the much more powerful Aston. Identifiable from a distance with their tartan red bodywork and white roofs, the six small racers dispatched by the BMC works team for the Monte Carlo Rally in 1964 were – at least on paper – fighting against the tide once more. The Mini Cooper S lined up at the start for the first time. Its new four-cylinder engine now had an increased 1071cc capacity and output had also been boosted to around 90 hp. This was a lot more than in previous years but still modest in the face of competition from the likes of the Mercedes-Benz 300 SE and Ford Falcon, whose six-cylinder and V8 units had three or four times more power at their disposal. Mini’s Improbable Win The 33rd edition of the Monte Carlo Rally began – as was traditional at the time – with a nod to the origins of the event, the 277 cars starting from nine European cities before converging on the French city of Reims. The Hopkirk/Liddon partnership got their journey with the Mini Cooper S under way in Minsk, while for Rauno Aaltonen and Tony Ambrose the Monte adventure started in Oslo, and Timo Mäkinen and Patrick Vanson set off from Paris. The classic Mini successfully negotiated all these journeys and all six works cars were able to take their place in the 277-strong field in Reims. The first stage of the rally to Saint-Claude brought together the two cars which were to define the 1964 Monte from start to finish. Bo Ljungfeldt roared to the top of the time sheets in his Ford Falcon, but Paddy Hopkirk remained hot on his heels in his Mini Cooper S. The next leg of the rally was made up largely of mile-long flat-out sections, but Hopkirk refused to let his big-engined rivals build up a decisive advantage. The “Night of the Long Knives” would become the day of reckoning; this was the classic Mini’s chance to demonstrate its talents to the full. “It was quite snowy that year, so we had done a lot of practising and preparing,” explains Hopkirk. “The Mini was particularly good downhill, and all the tests were up and downhill, so what we lost going up, I think we made up for going downhill.” Irresistible handling, correct tire choice, Hopkirk’s gifts at the wheel and the snow – which slowed the bigger cars down – all came together and ensured that Hopkirk was able to take over the lead on the 1,607-metre (5,270 ft) Col de Turini. However, it remained a tight contest all the way to the finish, with Bo Ljungfeldt, as expected, again posting the fastest time on the final stage through Monte Carlo. However, Hopkirk was also squeezing everything from his Mini Cooper S once again and hung onto his advantage to wrap up the win. “It’s not like rallying today when you know where you are. I had to do the final circuit, then the journalists told me I had won and I couldn’t believe it. It surprised the world and us, so it was very nice,” recalls Hopkirk. The following year Timo Mäkinen and co-driver Paul Easter ensured the classic Mini would retain its title. They were helped by a new engine with capacity increased to 1275cc, but it was the Scandinavian’s driving skill that landed the decisive blow. Mäkinen was the only driver to remain penalty-point-free throughout the rally distance, despite the fact that the 1965 Monte Carlo Rally was providing one of the most exacting tests in the history of the event. Epic levels of snow and ice made the going seriously tough, but that didn’t stop the organisers including a second night stage through the Maritime Alps in the programme. Mäkinen and his Mini Cooper S appeared impervious to the deteriorating conditions. The Finn won five of the six special stages on the final leg of the rally and finished the event with a handsome margin over the second-placed car. The most impressive and also most dramatic Monte Carlo Rally for the “Three Musketeers” was to follow in 1966. Mäkinen, Aaltonen and Hopkirk dominated the event from the start, and it was in this order that they completed a clean sweep of the top three positions overall at the finish. The French race commissioners had other ideas and disqualified the trio on account of lights that allegedly did not conform with official regulations. This was also the reason given for removing the fourth-placed Lotus Cortina from the classification, which meant that the Finnish Citroën driver Pauli Toivonen was crowned the winner. It was one of the most brazen cheats in motorsports history. The dream of a Monte hat-trick lay in tatters, but the “Three Musketeers” resolved to return at the earliest opportunity. In the winter of 1967 Hopkirk, Mäkinen and Aaltonen lined up alongside two other BMC works teams for the Monte Carlo Rally. And this time neither the rules nor the other cars could stand between the Mini Cooper S and victory. Rauno Aaltonen was joined by Henry Liddon – Paddy Hopkirk’s co-driver from the successful 1964 Monte – for his latest assault on the rally. Aaltonen guided the classic Mini to what was this time an undisputed victory with 12 seconds to spare. And nobody was more pleased for the duo than Hopkirk: “Henry Liddon was really an outstanding co-driver. But the co-drivers never got enough credit, you know. They did a fantastic job in reading the notes and they were the office manager of the car.” Hopkirk finished the 1967 Monte Carlo Rally in sixth place and also drove the classic Mini to fifth overall the following year. Aaltonen was third in 1968. However, the era of the small car that stormed to the summit of rally racing was clearly approaching an end. Its rivals had grown just too powerful and the sporting zenith of the classic Mini was now behind it. Memories of that famous triumph in the winter of 1964 will forever burn bright and the “Three Musketeers” have written an indelible chapter into the history of motor sport. As for the distinctive lights that cost them victory in 1966, they live on today as the popular driving lights found in the MINI accessory catalog. A Legacy That’s Not Been Forgotten By the late ’60s, the rallying world was moving on. Cars grew larger, more powerful, and increasingly specialized. While MINI’s time at the very top came to a close, its impact on motorsports never faded. The classic Mini’s victories weren’t just about trophies—they were about changing the game. Today, the Monte Carlo-winning spirit lives on in various forms of MINI motorsports around the world. More importantly, it lives on in the stories enthusiasts still tell, recounting how a little car from Britain took on giants—and won. So here’s to the Mini Cooper S: small but mighty, scrappy but sophisticated, and forever an icon in motorsport history. The post 61 Years Ago a MINI Cooper Shocked the World by Winning the Monte Carlo Rally appeared first on MotoringFile. View the full article

Saying that the 2025 MINI Cooper JCW is highly anticipated among MINI fans is an understatement. It embodies everything we love about MINIs in one small but mighty package. But can this new-generation JCW live up to its heritage? We got behind the wheel to find out. The 2025 MINI Cooper JCW – Background The F66 2025 MINI Cooper JCW may look like an all-new car, but it’s actually a heavily refreshed F56 JCW. However, there are some notable changes—some good, some not so good. The Good While the 2025 JCW retains the familiar B48 engine (specifically the B48A20O2) with an unchanged 231 hp output, it boasts a significant enhancement: torque. The F66 JCW delivers 280 lb-ft of torque at just 1,500 rpm—a 45 lb-ft (16%) increase over the F56 JCW and just 15 lb-ft shy of the new Countryman JCW. This is a material improvement, one that translated into real-world performance at this year’s Nürburgring 24 Hours. The 2024 F56 JCW recorded a fastest lap of 10:44.118 around the full circuit (including the GP track). Respectable—until the F66 JCW clocked an impressive 10:06.773. The added torque certainly played a role, but the updated dual-clutch transmission (DCT) deserves some credit too. The Not-So-Good Unfortunately, MINI has officially discontinued the manual transmission for the F66 JCW. This decision stems from EU emissions regulations. While the F56’s Getrag six-speed could technically have been carried over, the variability of human operation in CO2 testing made it a liability compared to automatics, which can be programmed to optimize emissions. MINI has hinted at evaluating the possibility of reintroducing a manual in the future, but no decisions have been made. There is, however, internal debate within MINI about reintroducing the manual in select markets where CO2 regulations are less restrictive, and demand remains strong. For example, take rates for JCW models have exceeded 50% in certain regions, underscoring enthusiasts’ continued love for three-pedal driving. Then there are the brakes. The F66 JCW transitions from four-piston calipers to a smaller single-piston design at both the front and rear. While the vented 335 x 35 mm front discs and 280 x 10 mm rear discs remain unchanged, the loss of the more robust calipers is puzzling. MINI has yet to clarify whether this change was driven by cost, weight reduction, or other factors. Finally, there’s the weight increase. The new F66 JCW tips the scales at 3,097 lbs, up 146 lbs compared to the F56 JCW with the DCT. This added weight slightly diminishes the performance gains but can largely be attributed to stricter safety and emissions requirements, as well as the inclusion of more standard equipment. 2025 MINI Cooper JCW Pricing & Release Dates MarketF66 MINI Cooper JCWF66 MINI Convertible JCWUSA$38,200$43,700UK£32,600£36,460Germany€40,650€44,650France€39?850€44?850Italy€39.905,09 €43.905,09 Production of the 2025 MINI Cooper JCW has begun, and the first deliveries are underway. US pricing starts at $38,200 for the hardtop and $43,700 for the convertible. The post Video Review: 2025 MINI Cooper JCW (F66) – Upgrades, Downgrades & How It Compares to Previous JCWs appeared first on MotoringFile. View the full article

The electric J01 MINI Cooper is the brand’s first-ever ground-up electric vehicle. Released in early 2023, it was designed to signal MINI’s bold move toward electrification. However, much has happened since then. MINI shelved plans to expand J01 production to the UK after the EU joined North America in imposing tariffs on Chinese-made cars, including the new Cooper EV. So, where does that leave the J01? According to our sources, ready for a refresh. Back in 2018, when MINI began planning the J01, the expectation was that it would be sold globally, including in North America. But with several key markets opting out of importing the car, the J01’s potential to positively impact MINI’s revenue has been significantly reduced. This shift may have forced MINI to reconsider its original plans for a typical BMW-style mid-cycle refresh. Despite these challenges, we’ve heard over the past year that MINI had been planning drivetrain upgrades aimed at improving efficiency and range for both the E and SE models. Additionally, MINI was rumored to be working on styling changes and well. We had heard MINI was refining certain interior design elements alongside a very subtle exterior refresh—likely limited to updated lighting. A few new wheel designs and fresh color options, both inside and out, were also expected. However, MINI’s recent decision not to expand J01 production to Oxford may have thrown these plans into question. On one end of the spectrum, MINI might still deliver all the proposed upgrades mentioned above. On the more conservative side, they could opt to cut their losses, updating the J01 just enough to maintain compliance with EU regulations. Either way, we should gain more clarity soon as MINI unveils its next steps for the J01. The post Exclusive: Upcoming Refresh for the Electric J01 MINI Cooper – What to Expect appeared first on MotoringFile. View the full article

Yesterday, we highlighted the top three downgrades of the new F66 MINI Cooper JCW. Today, we’re flipping the script and diving into the top three upgrades to MINI’s hot hatch. Are these improvements enough to offset the shortcomings? Let’s find out. At first glance, the new MINI Cooper JCW may look similar to its predecessor, but it boasts several subtle yet significant upgrades. At the Nürburgring 24 Hours, where MINI raced both the outgoing F56 JCW and the new F66 JCW, the difference was striking. The 2024 F56 JCW posted a fastest lap of 10:44.118 on the full circuit (including the GP track), which was respectable. But the F66 JCW clocked an impressive 10:06.773. What was behind this difference are three important performance upgrades. Note. Since MINI hasn’t officially launched the new JCW to the press and no press cars are available, we haven’t had the chance to get behind the wheel. As a result, we don’t yet have firsthand impressions of driving engagement, feel, or feedback. However, the stats and insider insights have helped us gather a full picture of the car. 1. Torque If you want more performance on the street, it’s not horsepower you’d be after, it’s torque. While the 2025 JCW retains the familiar B48 engine (specifically the B48A20O2) with an unchanged 231 hp output, there’s a significant enhancement: torque. The F66 JCW delivers 280 lb-ft of torque at just 1,500 rpm—a 45 lb-ft (16%) increase over the F56 JCW and only 15 lb-ft shy of the new Countryman JCW. If we had to identify the biggest factor in the F66 JCW’s improved track performance compared to the F56 JCW, it would be the increase in torque. 2. Wider Track and Tires Another key improvement is the increase in width. The F56 Cooper had an overall width of 75.9 inches, while the F66 grows to 77.6 inches—a 1.3-inch difference. While this may seem minimal, BMW and MINI don’t typically increase a car’s width purely for aesthetics. This change isn’t just about wider wheels and tires (which have grown from 205 to 215 on the Cooper S and JCW). It’s also due to mechanical adjustments that widen the track. Beyond aesthetics—such as enabling a more concave wheel design, a common critique of the previous JCW—the wider track significantly improves handling. A wider track enhances a car’s stability, grip, and performance, especially during cornering. It reduces body roll, provides better lateral stability, and improves weight distribution. The wider tires also increase the contact patch, boosting traction and control. This setup minimizes understeer and oversteer and improves performance on uneven surfaces or during spirited driving. 3. Quicker shifting DCT While specific data on the DCT’s performance in the F66 JCW isn’t available yet, we’ve logged extensive miles in the Countryman JCW equipped with the same unit. Compared to the Cooper S and even the previous F56 JCW, the DCT feels noticeably quicker and more refined in our experience. Although the DCT in other MINI models may not be the fastest in the segment, the version in the JCW should address many of these concerns, offering quicker shifts that enhance both daily driving and spirited performance. Upgrades vs the Downgrades There’s no denying our disappointment with certain downgrades MINI has introduced to the new JCW—namely, the absence of a manual transmission and the smaller front calipers. However, these three upgrades make a strong case for the F66 JCW as a compelling improvement over its predecessor. If you can look past the lack of a manual (admittedly a dealbreaker for many), the F66 JCW raises the bar in performance and capability. Factor in the addition of the MINI OS9 operating system—which we love—and other safety advancements, and it’s clear the new F66 JCW shouldn’t be overlooked. The post Top 3 Upgrades on the 2025 F66 MINI Cooper JCW You Need to Know appeared first on MotoringFile. View the full article

The name John Cooper has been intertwined with the MINI story since the early 1960s, leaving an indelible mark on the brand’s DNA. However, the story of how the brand was created goes far beyond MINI itself. In this video, we delve into its origins and explore how a tuning company became an official part of MINI. John Cooper has been synonymous with classic Minis since the early ’60s. What might surprise you, though, is that this very same John Cooper was one of Formula 1’s most successful team owners during the sport’s formative years. That legacy of innovation gave us the Cooper and Cooper S—and, decades later, the iconic R53 JCW. But how did those early tuning kits evolve into a fully-fledged MINI sub-brand? To find out, we need to go back to the beginning. The post Video: The Origin of John Cooper Works & A Look at the First JCW MINIs appeared first on MotoringFile. View the full article

Let’s get this out of the way. We have yet to drive the new MINI Cooper JCW. Like the F66 Cooper S, it may be a surprisingly (if not subtle) improvement over its F56 predecessor overall. However we can’t overlook a few surprising downgrades that MINI appears to have made with this new F66 JCW – specifically three key changes. Because MINI doesn’t have the F66 JCW in the press fleet as of yet and there has been no official press launch either, we don’t have anything to report in terms of driving engagement and performance. We know some of the improvements (wider track, wider tires and mor torque) will make this the fastest and most capable Cooper JCW yet. Still there are a few notable downgrades, two of which were anticipated and one recently revealed, that certainly give us pause. 1. Manual Transmission Discontinued MINI has officially discontinued the manual transmission, even for the F66 JCW. As previously reported, there is internal debate within MINI about bringing it back in select markets where CO2 regulations are less restrictive and demand remains strong (e.g., take rates exceeding 50% for some JCW models). The manual’s demise stems from EU emissions regulations. While the F56’s Getrag six-speed could have been carried over, the variability of human operation in CO2 testing made it a liability compared to automatics programmed to optimize emissions. MINI continues to evaluate the possibility of reintroducing it, but no decisions have been made. F66 JCW Single Piston Front Brakes F56 JCW Four Piston Front Brakes F66 JCW Single Piston Front Brakes F56 JCW Four Piston Front Brakes 2. Brake Downgrade The F66 JCW moves from four-piston calipers to a smaller single-piston design at both the front and rear. While the vented 335 x 35 mm front discs and 280 x 10 mm rear discs remain unchanged, the loss of the more robust calipers is puzzling. Photo courtesy of MINI of Glencoe What do four piston calipers offer that single piston calipers don’t? At a high-level a four piston design offers better braking performance, longevity at the track and better feel. They deliver increased clamping force for stronger stopping power and shorter distances. Their larger pad surface enhances heat dissipation, minimizing brake fade under heavy use, while also promoting even pad wear for improved longevity. Additionally, they provide better pedal feel and precise braking modulation, ensuring smooth, controlled, and predictable braking in all conditions. MINI has not clarified whether this change was driven by cost, weight reduction, or other factors. But from our early testing of the new single piston brakes (on the Cooper S with JCW Trim) they offer good response, feel and performance. 3. Increased Weight The new F66 JCW weighs in at 3,097 lbs, an increase of 146 lbs compared to the F56 JCW with the DCT. While this added weight slightly offsets the performance improvements, it is primarily due to stricter safety and emissions requirements, as well as additional standard equipment. How this will impact day-to-day driving remains to be seen. That said, we’d guess the vast majority of owners won’t notice the extra weight. However, those who track their JCWs will likely feel the added mass when pushing hard through corners. The new 1+ 1 JCW exhaust layout. Photo courtesy of MINI of Glencoe What this means for the F66 Cooper JCW The new F66 Cooper JCW remains a compelling package. While the downgrades mentioned above may concern some enthusiasts, they might not be significant issues for many potential buyers. Additionally, while other changes—such as the switch to a single exhaust pipe—might vex the MINI faithful, we generally appreciate the updates MINI has made. However, there’s no question that the package would be even more compelling if MINI brought back the manual transmission or at least offered four-piston front brakes as an option. The post Top 3 Downgrades on the 2025 F66 MINI Cooper JCW You Need to Know appeared first on MotoringFile. View the full article

The MINI Cooper JCW represents the brand’s heart and soul. With a racing pedigree that includes victories at the 24 Hours of Nürburgring and roots tracing back to championship rally cars of the 1960s, it carries an impressive legacy. But how does the new 2025 MINI Cooper JCW measure up to its predecessors? We take an exclusive look at its upgrades—and three notable downgrades. The 2025 MINI Cooper JCW made its technical debut in 2024 as a race-prepped prototype that, remarkably, won its class at the 24 Hours of Nürburgring. However, it wasn’t until October 2024 that the final production version was unveiled to the public. By then, most of the car’s details had already been revealed, including what was new and what stayed the same. F66 JCW with official accessories (Courtesy of photographer Sebastian Haberkorn) What’s New and Improved While the 2025 JCW retains the familiar B48 engine (specifically the B48A20O2) with an unchanged 231 hp output, there’s a significant enhancement: torque. The F66 JCW delivers 280 lb-ft of torque at just 1,500 rpm—a 45 lb-ft (16%) increase over the F56 JCW and only 15 lb-ft shy of the new Countryman JCW. This surge in torque translates directly to performance. At the Nürburgring 24 Hours, where MINI campaigned both the outgoing F56 JCW and the new F66 JCW, the difference was clear. The 2024 F56 JCW recorded a fastest lap of 10:44.118 around the full circuit (including the GP track). Respectable, until the F66 JCW clocked an impressive 10:06.773. The secret? Not just the added torque but also the quicker-shifting dual-clutch transmission (DCT), which made all the difference in lap times. ModelF56 Cooper JCWF66 Cooper JCWPower231 hp231 hp Torque235 lb-ft / 1450 rpm280 lb-ft / 1,500 rpmTransmissionManual/Auto7 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 lbsKey differences highlighted Another upgrade is its subtle change in width. The F66 JCW, like all F66 models, has a slightly wider track, which aids turn-in, cornering speed and overall stability. It also allows for wider tires to be offered increasing grip at the limit. Downgrades: What’s New, What’s Missing The 2025 MINI Cooper JCW has three notable downgrades, two of which were anticipated and one recently revealed. 1. Manual Transmission Discontinued MINI has officially discontinued the manual transmission, even for the F66 JCW. As previously reported, there is internal debate within MINI about bringing it back in select markets where CO2 regulations are less restrictive and demand remains strong (e.g., take rates exceeding 50% for some JCW models). The manual’s demise stems from EU emissions regulations. While the F56’s Getrag six-speed could have been carried over, the variability of human operation in CO2 testing made it a liability compared to automatics programmed to optimize emissions. MINI continues to evaluate the possibility of reintroducing it, but no decisions have been made. 2. Brake Downgrade The F66 JCW moves from four-piston calipers to a smaller single-piston design at both the front and rear. While the vented 335 x 35 mm front discs and 280 x 10 mm rear discs remain unchanged, the loss of the more robust calipers is puzzling. MINI has not clarified whether this change was driven by cost, weight reduction, or other factors. 3. Increased Weight The new F66 JCW weighs in at 3,097 lbs, up 146 lbs compared to the F56 JCW with the DCT. This added weight slightly offsets the performance improvements but is largely due to stricter safety and emissions requirements along with more standard equipment. A Double Exhaust Layout with a Single Exhaust Look The 2025 JCW appears to adopt a single large exhaust outlet, surprising enthusiasts accustomed to the dual-center design. However, closer inspection reveals a second pipe hidden behind the rear valance, similar to the Cooper S setup. This layout reflects MINI’s minimalist design philosophy and engineering necessities. The F66 JCW retains the dual-outlet concept of the F56 but repositions one pipe for Euro 7 compliance. A secondary outlet with a flap helps minimize emissions without impacting performance. Design Updates: Familiar Yet Refined Visually, the new JCW closely resembles the JCW Style package (available on all Cooper models), which has sparked some controversy. However, key differences set it apart: • A single visible exhaust pipe, inspired by MINI’s race cars, simplifies the design. • Red trim on the front corners and red brake calipers distinguish it from JCW Style models. • Functional cooling vents in the front bumper accommodate the updated B48 engine. Color options include 11 body shades with contrasting roofs and mirrors available in Chili Red or Jet Black. Rebel Green, once exclusive to JCW models, is no longer offered. Inside, the JCW features sport seats with Vescin synthetic leather and red stitching, a JCW steering wheel with paddle shifters, and a Harman Kardon sound system as standard. The dashboard incorporates a red-and-black knitted design nodding to MINI’s racing history. All controls are centered around a high-resolution OLED display and MINI’s new toggle bar. 2025 MINI Cooper JCW Pricing & Release Dates MarketF66 MINI Cooper JCWF66 MINI Convertible JCWUSA$38,200$43,700UK£32,600£36,460Germany€40,650€44,650France€39?850€44?850Italy€39.905,09 €43.905,09 Production of the 2025 MINI Cooper JCW has begun, and the first deliveries are underway. US pricing starts at $38,200 for the hardtop and $43,700 for the convertible. Early US shipments are currently being held at ports but are expected to be released soon. The petrol F66 MINI Cooper JCW The post 2025 MINI Cooper JCW Specs: Upgrades, Downgrades & Comparisons to Previous JCW Models appeared first on MotoringFile. View the full article

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

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

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

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

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

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