MINI Review (2013-present)

Now in its third generation under BMW’s stewardship, the MINI remains one of the most alluring hatchbacks on sale. Its proportions have swollen over the years, rather calling into question the car’s very name, but its cute styling and lively handling have stayed true to the original version that first burst onto the scene way back in 1959. The level of personalisation on offer also remains impressive.

Codenamed F56, the current version of the MINI appeared early in 2014. It’s bigger than the model it replaced, arriving with an all-new platform with an equally new range of engines. Several months after it introduced the third-generation model, MINI broke with tradition by launching a five-door version of the hatchback. Six inches longer than the three-door, the five-door is usefully bigger in the rear seats than its notoriously cramped stablemate, although that additional usability does come at some expense – the five-door looks a little ungainly.

The Convertible version of the BMW MINI is technically a two-door, its powered fabric hood opening and closing in 18 seconds. Meanwhile, the current engine line-up includes a number of turbocharged petrol units with three or four cylinders, their power outputs ranging from 134bhp in the entry-level Cooper models through to a thumping 302bhp in the John Cooper Works editions. Since 2019, there’s been the option of an all-electric model. And if you’re buying second hand there are also a series of frugal diesel engines to consider.

The current model is the most grown up MINI yet, being physically bigger and therefore more practical than its predecessors, as well as more accommodating in day-to-day use. That said, the rear seats are still a tight squeeze for adults, particularly if you go for the 3-door, and the boot isn’t huge.

This does, however, depend on which MINI you go for. The 5-door model is not simply a 3-door shell with better access – it’s appreciably larger inside and out, making rear seat space considerably more bearable for grown ups, while the boot is now closer to that of a supermini than a city car.

If you need more space, there’s also the MINI Clubman estate and the MINI Countryman compact SUV. But despite the outward similarities these are quite different cars to the 3- and 5-door hatch, and they’re based on a separate platform shared with parent company BMW, so we’ve covered them in separate reviews.

The MINI has always sat at the sportier end of the hatchback spectrum, even in its standard form. Quick steering, firm suspension and perky engines mean that all models display the brand’s famous go kart-like agility. Despite this, the ride remains reasonably comfortable and noise levels are pleasingly low. In fact, the pint-sized MINI does a surprisingly good impression of a larger car when you’re cruising on the motorway.

For those in search of added thrills, the John Cooper Works GP sits atop a three-strong range of high performance MINIs. At its base is the MINI Cooper S with 189bhp, while the John Cooper Works sits between the two with 228bhp. Those are the MINI variants that could reasonably be described as hot hatches, although the MINI Cooper has sporting pretensions of its own despite its modest 134bhp from its 1.5-litre turbo petrol engine. For those looking at second hand examples, the diesel-powered Cooper SD with 168bhp is both frugal and surprisingly punchy.

The MINI Electric does a good job of capturing that same sense of fun. Its steering is similarly alert and there’s plenty of oomph from the 181bhp electric motor. On paper, its range of 142 miles seems slightly disappointing compared to larger EVs. Although with the average UK commute sitting at well under 30 miles a day, it may not be the disadvantage it first appears – particularly if you have another car in the household.

The MINI’s interior has retained its relatively high-quality feel, the standard of fit and finish and the (mostly) high-grade plastics helping to justify the MINI’s premium hatchback pricing.

The driving position is excellent, with plenty of adjustment. The symmetrical dashboard is still dominated by a large circular housing, although whereas this was once home to the speedo, nowadays it’s where the infotainment screen lives. The speedo now resides in a more conventional position directly in front of the driver, while the navigation and entertainment systems are controlled via a BMW-sourced iDrive rotary knob down by the gearlever. This is a pleasingly common-sense approach, compared to the touchscreen-only controls found on a lot of modern cars. Likewise, you also get physical controls for the heating and ventilation, which are less distracting than trying to operate a touchscreen while driving.

Within the current range, the main engine options are the Cooper (134bhp 3-cylinder) or Cooper S (176bhp 4-cylinder). On top of this, there are three standard trim specs: Classic, Exclusive and Resolute. All new MINIs now have the same 8.8-inch touchscreen infotainment system, with satellite navigation and Apple CarPlay as standard. Step up to Exclusive and you’ll get rear parking sensors and cruise control, plus nicer cabin trim. Resolute pushes the cabin quality yet further, with leatherette upholstery, bronze design elements and lashings of piano black trim.

MINIs vary enormously in terms of powertrains, power output, fuel costs and so on, meaning you need to go into MINI ownership with your eyes wide open. Expecting a John Cooper Works GP to nibble away at your bank balance no more greedily than a MINI One, for instance, will only end in tears.

As already mentioned, the cheapest of all the MINIs to run will be the Electric. Charging its battery at home will cost around £9 and give you a real-world usable range of something like 100 miles. You would have to spend twice that on petrol or diesel to cover the same distance in any other MINI. Charging an electric MINI at a public charging point, particularly if it’s a fast charger, will cost more than charging overnight at home, though.

For those buying second hand, the most parsimonious diesel MINI should return 70mpg in gentle driving. As a rule of thumb, diesel cars will achieve upwards of 50mpg and the more powerful petrol models no more than 35mpg. The high performance variants – the Cooper S and above – will also chew through front tyres much more quickly. A full set of replacement rubber could set you back £300.

The vast majority of buyers specify the TLC servicing package when ordering a MINI. This is transferable from one owner to the next so it’s worth making sure any used car you’re considering has the package, and it’s worth ticking that box if you’re buying a new MINI, too. The TLC package covers the cost of servicing for the first five years or 50,000 miles, whichever comes sooner, meaning that during your time with the car, you could save a significant sum of money (a minor service costs £185 at a main dealer and a major one £285, so you can see how that could add up over a number of years).

Meanwhile, Vehicle Excise Duty, or road tax, will cost between nothing whatsoever for the MINI Electric and £585 for the very powerful John Cooper Works GP in the first year, and £165 each year thereafter.

In reliability surveys, MINI as a brand tends to perform averagely – not brilliantly, but not very poorly, either. However, one survey in particular ranked the MINI 19th out of 20 cars for reliability, suggesting there is plenty for prospective buyers of both used and new cars to be mindful of.

The standard warranty lasts for the sooner of three years or 60,000 miles, which was very much par for the course until Hyundai and Kia began offering five and seven year warranties respectively. However, MINI does offer warranty extensions for cars that have covered fewer than 100,000 miles, either for the vehicle as a whole or for specific components such as the engine or gearbox.

Commonly occurring problems include faulty clutches on manual cars, although this tends to be linked to the hydraulics or the pedal return spring rather than the clutch pack itself. Owners have reported their cars jumping out of gear, normally first. This can be resolved quickly and easily at a garage by tweaking the gear linkages.

Oil leaks can be an issue on certain engines, meanwhile. The three-cylinder petrols are most commonly affected, the rocker-cover gasket becoming displaced and allowing oil to escape messily into the engine bay. A new gasket will fix the issue, but if an engine has been allowed to run on low oil for an extended period of time, terminal damage may well have been done.

Similarly, in the case of a used MINI, it’s very important to check that the servicing schedule has been adhered to. Regular oil changes are a must, so make sure you leaf through the service booklet to check the car has been cared for as it should have been.

That applies to all versions of the MINI, but high performance variants especially. It’s worth noting that hot hatches do tend to be driven in a more spirited manner than lower powered MINIs and it’s therefore all the more important they are maintained properly. You should make sure all four tyres match and that they have plenty of life left in them – this is a good indicator of a car that’s been properly cared for.