2025 MINI Cooper JCW (F66) Review: Faster, Sharper, But Missing the Manual

DimON · April 17

For 2025, MINI has reengineered its John Cooper Works hardtop—code-named F66—into something undeniably quicker, more refined, and in many ways, more sophisticated. It’s also become a case study in modern performance car compromise. Because while this is easily the fastest and most responsive JCW ever, it arrives with a few asterisks that might make long-time fans wince.

Let’s dig into the duality that is the new F66 JCW.

More Torque, Sharper Gearbox, Better Response

At its heart, the F66 JCW carries forward MINI’s 2.0L four-cylinder turbocharged engine—still rated at 231 horsepower, but now with a key revision: torque is up to 280 lb-ft, a 45 lb-ft improvement over the F56. That alone transforms how this car feels.

But the bigger revelation is the revised 7-speed dual-clutch transmission (DCT). While earlier MINI DCTs were competent but occasionally dim-witted, this new iteration is properly sorted. It’s faster. Smarter. Hungrier. Downshifts snap with intention, and upshifts arrive without hesitation. The result is a car that feels alert, responsive, and eager in a way that previous JCWs only hinted at.

Interestingly, this differed from the first F66 JCW we drove back in early January. Was it that car’s early build slot, the single-digit temps, or the fact that it wasn’t fully broken in? Whatever the reason, we drove three different F66 JCWs at the launch in Savannah—and all exhibited the same sharp DCT responses.

In real-world driving, that sharper response makes this F66 feel like it gained more than torque. It feels like it’s gained edge—and that’s a critical ingredient for a JCW.

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Quicker Than Ever—But Less Track-Ready?

This is where the story gets complicated.

To pair with the powertrain upgrades, MINI re-tuned the suspension and re-mapped the throttle to make the F66 JCW feel more immediate and engaging. Mission accomplished there. But in a cost-saving move (or platform simplification, depending on who you ask), MINI also downgraded the front brakes—swapping the F56’s four-piston Brembo setup for single-piston sliding calipers.

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At first blush, it’s a clear step backward. But in normal driving? You probably wouldn’t know. Pedal feel is solid. Braking distances remain competitive. Unless you’re running hot laps or descending a mountain pass, the change is largely academic. And it makes sense given that the rotors and pads are the same size as before. But the

That said, for hardcore drivers—or anyone who plans to track their JCW—it’s a disappointment as a lack of extra pistons means braking pressure tends to be less even, pedal feel is less consistent and heat can build quicker. Not a deal-breaker, but a flag worth raising.

Visual Tweaks, Hidden Tricks

Stylistically, the F66 JCW doesn’t stray far from the F56 formula, but subtle changes sharpen the overall look. The front bumper is more sculpted, the rear (faux) diffuser more pronounced, and textured plastics have been replaced with high-gloss finishes. Then there’s the new single visible exhaust pipe—and its hidden sibling, a second outlet tucked to the left of the primary exhaust. Why the asymmetrical setup? MINI tells us it’s largely design-driven. However, a closer look suggests that the Cooper S and JCW exhaust systems are nearly identical, with one key difference: the center section of the Cooper S features a squared-off shape, while the JCW’s has a more traditional round outlet.

The interior, however, marks a more significant shift. The new fabric dash, vegan leather, and cleaner layout signal a real change in MINI’s design language. But the most dramatic addition is MINI’s new circular OLED center display, which dominates the dashboard. It’s clean, quick, and beautifully executed—though not everyone will appreciate the fully digital, screen-centric interface (and we’d still welcome a few more physical buttons).

Physically, the F66 is still a compact, tossable hot hatch. It hasn’t gained weight (unlike its EV counterpart, the J01), and with the added torque and improved gearbox, it’s more rewarding than ever in the kind of tight, technical driving MINI was made for.

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Pricing and Trims

Pricing for the F66 JCW starts at $38,900 USD, which puts it in the ballpark of the outgoing model. But MINI’s new trim strategy simplifies things: fewer standalone options, more bundled packages. That means less customization—and that’s a real shift for a brand built on personalization.

Want Chili Red with white roof and black wheels? Better hope that combo made it into one of MINI’s curated styles, because building a one-off spec is no longer in the cards. It’s an Apple Store approach to car buying: clean, efficient, and mildly depressing for enthusiasts who want a unique MINI.

And Still, No Manual

Of all the changes MINI made, this is the one that lands the hardest: the manual is gone. Not just unavailable in the U.S.—it’s gone globally. And the sting is sharper when you realize that in the final year of F56 JCW production, over 50% of buyers chose the manual.

Yes, the new DCT is faster. Yes, it makes the car quicker. But no, it doesn’t replace the experience of rowing your own gears, especially in a brand so closely associated with driving joy and mechanical connection. This isn’t just a hardware decision—it’s a philosophical one. And for many loyalists, it will be the line in the sand.

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Final Verdict: The Fastest JCW, But Not the Most MINI

The F66 JCW hardtop is quicker, sharper, and more refined than any JCW before it. The upgraded torque and improved DCT transform the driving experience. From a performance standpoint, it’s a genuine leap forward.

But in pursuit of polish, MINI has sanded down some of its edge. The brake downgrade won’t matter to most, but it sends a message. The loss of the manual? That’s more than symbolic. The reduction in customization? That strikes at the core of what made MINI different.

This JCW is excellent—and for many, it will easily be the best ever. But it also feels like MINI is inching closer to the mainstream hot hatch crowd—Volkswagen GTI, Hyundai Elantra N—instead of carving its own unique path. Perhaps that’s what the majority wants. It’s still fun. Still premium. Still MINI. But for a few of us… slightly less so.