MINI

UKL1 platform. 1.5L 3-cylinder 134hp Cooper. 2.0L 4-cylinder 189hp Cooper S. 2.0L 4-cylinder 228hp JCW. 6-speed manual standard. 7-speed DCT available. 8-speed automatic option. FWD only. 3821mm length. 2495mm wheelbase. 1200kg curb weight. Go-kart handling. Union Jack taillights. Digital instrument cluster. 8.8in touchscreen. Driving Modes. Sport suspension. Brembo brakes JCW. Limited slip differential JCW. British heritage design.

UKL2 platform. 1.5L 3-cylinder 134hp Cooper. 2.0L 4-cylinder 189hp Cooper S. 2.0L 4-cylinder 228hp JCW. PHEV 224hp combined. 8-speed automatic. FWD standard. ALL4 AWD available. 4299mm length. 2670mm wheelbase. 1515kg curb weight. Largest MINI model. Five-door only. Increased cargo space. Picnic bench tailgate. MINI Connected. Navigation Plus. Harman Kardon audio. Driving Assistant. Parking Assistant.

UKL1 platform. 1.5L 3-cylinder 134hp Cooper. 2.0L 4-cylinder 189hp Cooper S. 2.0L 4-cylinder 228hp JCW. 6-speed manual standard. 8-speed automatic available. FWD standard. ALL4 AWD option. 4253mm length. 2670mm wheelbase. 1435kg curb weight. Split rear barn doors. Six-door configuration. Increased cargo capacity. MINI Connected. Union Jack taillights. Driving Modes. Sport suspension option. JCW performance parts.

UKL1 platform. 1.5L 3-cylinder 134hp Cooper. 2.0L 4-cylinder 189hp Cooper S. Soft-top electric operation. 18-second open time. Opening at speed up to 18mph. Always Open Timer feature. FWD only. 3850mm length. 2495mm wheelbase. 1320kg curb weight. Roll-over protection. Reinforced body structure. Four-seat configuration. MINI Connected. Union Jack soft-top. Sidewalk Edition. Classic Plus Package.

UKL1 EV platform. Single electric motor 181hp. 199lb-ft instant torque. 32.6kWh battery pack. 110 miles EPA range. 0-60 mph in 6.9 seconds. FWD only. Single-speed transmission. 3850mm length. 2495mm wheelbase. 1365kg curb weight. 50kW DC fast charging. 80% charge in 36 minutes. Regenerative braking. Green S badging. Yellow accents. Iconic Trim. Signature Trim. Digital cockpit. MINI Connected. Oxford production.

John Cooper racing heritage. Mini Cooper S rally success. 1960s Monte Carlo victories. Modern JCW since 2008. 2.0L TwinPower Turbo. 228hp standard output. 301hp GP special editions. Limited slip differential. Sport exhaust. Brembo brakes. 18in JCW wheels. Aerodynamic body kit. Sport suspension. Alcantara interior. JCW steering wheel. Performance instrumentation. Track-focused tuning. GP limited editions. Challenge racing series. Motorsport DNA continuation.

All-electric architecture. New MINI design language. Crossover proportions. Circular design elements. Illuminated grille. Digital experiences. Interior projection. Sustainable materials. Knitted textile surfaces. No leather interior. Recycled materials. Compact dimensions. Urban mobility focus. BMW collaboration. Chinese joint venture production. Global market expansion. Electric MINI future. Brand evolution. Character preservation. Modern interpretation.

GP performance editions. Limited production numbers. GP3 301hp. 3000 units worldwide. Anniversary editions. 60 Years Edition. Classic heritage colors. British Racing Green. Pepper White. Chili Red. Volcanic Orange. Bespoke interior trim. Numbered plaques. Unique wheel designs. Special badging. Collector appeal. Heritage celebration. Brand storytelling. Customer personalization. MINI Yours customization. Individual configuration options.

The revolutionary overhead-valve four that launched the original Mini and redefined small car packaging. This 848cc OHV inline-four featured a cast-iron block and head mounted transversely with the transmission sharing the engine oil supply. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in three main bearings. The intake system used a single SU HS2 carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 8.3:1 compression and a 5,500 RPM redline, it produced 34 hp at 5,500 RPM and 44 lb-ft at 2,900 RPM. The cooling system used a belt-driven water pump with crossflow radiator mounted next to the engine, while the oiling system employed a gear-type pump that also lubricated the transmission. This engine's incredibly compact dimensions, end-on transmission mounting, and shared lubrication system enabled the Mini's revolutionary front-wheel-drive packaging that influenced every modern front-drive car.

The enlarged A-Series that powered the performance Mini Cooper S to rally victory. This 1,275cc OHV inline-four featured the same basic architecture as the 848cc but with increased bore and stroke. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in three main bearings. The intake system used twin SU HS4 carburetors with individual intake manifolds, while the exhaust featured a cast-iron manifold with dual pipes. With 8.8:1 compression and a 6,500 RPM redline, it produced 76 hp at 5,800 RPM and 79 lb-ft at 3,000 RPM. The cooling system used an upgraded radiator with thermostatically controlled fan, while the oiling system employed a high-capacity gear pump. This engine's combination of increased displacement, twin carburetors, and high-revving capability made the Mini Cooper S a giant-killer in rally competition and established the hot hatchback formula.

The final evolution of the A-Series that powered the Mini through the 1980s and 1990s. This 998cc OHV inline-four featured numerous refinements including improved cylinder head design and better cooling. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a forged unit running in three main bearings. The intake system used a single SU HS4 carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 9.4:1 compression and a 5,500 RPM redline, it produced 40 hp at 5,000 RPM and 52 lb-ft at 2,500 RPM. The cooling system used an improved crossflow radiator with electric fan, while the oiling system employed the proven gear-type pump. This engine kept the classic Mini relevant for decades with improved reliability and driveability while maintaining the character that made the original so beloved.

The modern twin-cam sixteen-valve four that powered the BMW-era Mini revival. This 1,598cc DOHC inline-four featured an aluminum block and head with four valves per cylinder, developed jointly by BMW and Chrysler. The valve train used chain-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tubular header. With 10.6:1 compression and a 6,800 RPM redline, it produced 115 hp at 6,000 RPM and 111 lb-ft at 4,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's modern technology, smooth power delivery, and willing revving character successfully translated the Mini spirit into the 21st century.

The turbocharged Prince engine that powers the modern Mini Cooper S and maintains the performance legacy. This 1,598cc DOHC inline-four featured an aluminum block and head with twin-scroll turbocharger, developed jointly by BMW and PSA. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produced 181 hp at 5,500 RPM and 192 lb-ft at 1,600-5,000 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's combination of modern turbocharging, broad torque curve, and responsive character perfectly captures the Mini Cooper S spirit for the modern era.

The high-output turbocharged Prince engine that powers the John Cooper Works models. This 1,598cc DOHC inline-four featured the same basic architecture as the Cooper S engine but with numerous performance enhancements. The valve train used reinforced valve springs and revised camshafts, while the crankshaft was a balanced forged unit. The intake system used a larger twin-scroll turbocharger with improved intercooling, while the exhaust featured a low-restriction system. With 10.5:1 compression and a 6,800 RPM redline, it produced 208 hp at 6,000 RPM and 192 lb-ft at 1,850-5,600 RPM. The cooling system used upgraded radiators with additional oil cooler, while the oiling system employed a high-flow variable-displacement vane pump. This engine's increased boost pressure, optimized cooling, and free-breathing exhaust created the ultimate expression of modern Mini performance.

The modern turbocharged three-cylinder that powers the current Mini Cooper and represents BMW's modular engine strategy. This 1,499cc DOHC inline-three featured an aluminum block and head with twin-scroll turbocharger and direct injection. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in four main bearings with a balancer shaft. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 11.0:1 compression and a 6,500 RPM redline, it produced 134 hp at 4,400-6,000 RPM and 162 lb-ft at 1,250-4,000 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's three-cylinder character, immediate throttle response, and modern efficiency technology perfectly suit the Mini's playful personality.

The sophisticated turbocharged four-cylinder that powers the current Mini Cooper S and JCW models. This 1,998cc DOHC inline-four featured an aluminum block and head with twin-scroll turbocharger and direct injection. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in five main bearings. The intake system used a twin-scroll turbocharger with air-to-air intercooler, while the exhaust featured an integrated manifold. With 10.2:1 compression and a 6,500 RPM redline, it produced 189 hp at 5,000-6,000 RPM and 207 lb-ft at 1,350-4,600 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employed a variable-displacement vane pump. This engine's refined power delivery, sophisticated turbocharging, and BMW engineering represent the current state-of-the-art in Mini performance.

The high-output version of the B48 that powers the current John Cooper Works models. This 1,998cc DOHC inline-four featured the same basic architecture as the Cooper S engine but with significant performance enhancements. The valve train used reinforced components and revised camshaft profiles, while the crankshaft was a balanced forged unit. The intake system used a larger twin-scroll turbocharger with improved intercooling, while the exhaust featured a performance-tuned system. With 9.5:1 compression and a 6,500 RPM redline, it produced 228 hp at 5,200-6,200 RPM and 236 lb-ft at 1,450-4,500 RPM. The cooling system used track-focused cooling with additional radiators, while the oiling system employed a high-flow variable-displacement vane pump. This engine's increased boost pressure, optimized thermal management, and free-breathing character create the most powerful production Mini ever built.

The all-electric powertrain that powers the Mini Electric SE and represents the brand's electric future. This system features a permanent magnet synchronous motor producing 181 hp, powered by a 32.6 kWh lithium-ion battery pack. The motor uses hairpin winding technology with direct cooling, while the power electronics employ silicon IGBT technology. The battery management system features active thermal management with liquid cooling plates, while the charging system supports DC fast charging up to 50 kW. With 0-62 mph acceleration in 7.3 seconds and range of 145 miles (WLTP), this powertrain maintains Mini's go-kart handling feel with instant electric torque. The front-wheel-drive layout and low center of gravity preserve the classic Mini driving dynamics while transitioning to zero-emission mobility.

The efficient turbocharged diesel that powered the Mini Cooper D models. This 1,560cc DOHC inline-four featured an aluminum block with cast-iron liners and common-rail direct injection. The valve train used chain-driven dual overhead camshafts with four valves per cylinder, while the crankshaft was a forged unit running in five main bearings. The intake system used a variable-geometry turbocharger with intercooler, while the exhaust featured a diesel particulate filter. With 16.5:1 compression and a 5,000 RPM redline, it produced 110 hp at 4,000 RPM and 177 lb-ft at 1,750-2,250 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. This engine's combination of diesel efficiency and Mini fun demonstrated that fuel economy and driving enjoyment weren't mutually exclusive.

The Honda-sourced VTEC engine that powered the limited-production Mini Cooper S with Honda badging in Japan. This 1,590cc DOHC inline-four featured Honda's VTEC system with variable valve timing and lift on the intake camshaft. The valve train used chain-driven dual overhead camshafts with the VTEC mechanism engaging at 5,500 RPM, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a 4-2-1 header. With 9.6:1 compression and a 7,200 RPM redline, it produced 118 hp at 6,800 RPM and 111 lb-ft at 4,500 RPM. This unusual collaboration between BMW and Honda resulted in one of the most interesting and rarest modern Minis, combining British style with Japanese high-RPM technology.

The plug-in hybrid system that powers the Mini Countryman Cooper S E ALL4. This system combines the BMW B38 1.5L turbocharged three-cylinder with an 88 hp electric motor on the rear axle. The combustion engine produced 134 hp and 162 lb-ft, while the electric motor added 88 hp and 122 lb-ft for combined system output of 221 hp. The 7.6 kWh lithium-ion battery pack provided up to 25 miles of electric-only range. The all-wheel-drive system used an electric motor to power the rear wheels independently of the front wheels, creating through-the-road all-wheel drive. This system demonstrated Mini's approach to electrification—maintaining driving fun while improving efficiency and offering all-weather capability.

The high-compression A-Series that powered the Mini 1275 GT and represented the ultimate evolution of the classic Mini powertrain. This 1,275cc OHV inline-four featured a redesigned cylinder head with larger valves and improved porting. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a nitrided forged unit. The intake system used a single SU HS4 carburetor with improved manifold, while the exhaust featured a tubular header. With 10.2:1 compression and a 6,200 RPM redline, it produced 59 hp at 5,250 RPM and 69 lb-ft at 3,100 RPM. Though modest by modern standards, this engine's responsive nature and high-revving capability made the 1275 GT one of the most enjoyable classic Minis to drive, maintaining the original's character while offering improved performance.

The standard and beloved 6-speed manual gearbox found in nearly all modern MINIs. Sourced from Getrag, this transmission is a key component in the MINI's engaging driving character. It features an incredibly short, precise, and mechanical shifter with a positive, rifle-bolt action. The throw is one of the shortest in the industry, encouraging quick, snappy shifts. The clutch is light and progressive, making it easy to drive in the city while still being communicative. In performance models like the John Cooper Works (JCW), the final drive ratio is often shorter for even more urgent acceleration. This gearbox is widely praised by enthusiasts for its tactile feedback and its perfect synergy with the MINI's peppy turbocharged engines, providing a pure and direct connection to the driving experience.

The quick-shifting 7-speed dual-clutch transmission (DCT) available in front-wheel-drive MINIs like the Hardtop, Convertible, and Clubman. This transmission is tuned for sportiness, with shift times that are significantly faster than a conventional automatic. In default driving mode, it provides smooth, efficient shifts. However, engaging Sport mode transforms its character: it holds gears to the redline, provides much firmer and quicker shifts, and enables more aggressive downshifts with throttle blips. It also includes launch control for maximum acceleration. The use of paddle shifters behind the steering wheel allows for full manual control. This DCT is designed to offer the convenience of an automatic without sacrificing the go-kart-like responsiveness that defines the brand.

A conventional torque-converter 8-speed automatic used in the all-wheel-drive MINI Countryman and the previous-generation Paceman. Sourced from Aisin, this transmission is calibrated for a blend of smoothness and responsiveness. It works in concert with MINI's ALL4 all-wheel-drive system, varying torque distribution between the front and rear axles as needed. While not as sharp as the DCT, it provides a more relaxed and refined driving experience suitable for the larger, more comfort-oriented MINI models. It includes a manual mode with paddle shifters and features adaptive shift logic that adjusts to the driver's style and the road conditions.

The iconic, compact 4-speed (and later 5-speed) manual transmission from the original Classic Mini. This gearbox was a masterpiece of packaging, mounted directly underneath the engine in the sump, sharing the same oil. The shift linkage was via long, remote rods, resulting in a famously vague, 'stirring a pudding' feel. Despite its lack of precision, it was incredibly robust and lightweight. The direct connection to the tiny, high-revving engine and the car's phenomenal grip made it an integral part of the Mini's giant-killing rally and racing success. Its unique character and role in the car's handling balance are legendary among purists.

Not a unique transmission model, but a specific and more aggressive calibration applied to both the manual and automatic gearboxes in JCW models. For the manual, this often involves a shorter, more responsive final drive ratio for sharper acceleration. The shift mapping for the automatic and DCT transmissions is significantly more aggressive in JCW models, with faster shift times, firmer engagement, and a hold on gears much closer to the redline in Sport mode. The transmission software is also fully integrated with the JCW-specific driving modes, which sharpen throttle response and, in some models, add a 'Track' mode for the most performance-oriented shift strategy. This tuning ensures the transmission matches the increased power and sportier character of the JCW brand.

The simple and efficient single-speed reduction gearbox used in the all-electric MINI Cooper SE. As with most EVs, this transmission has no gears to shift; power from the electric motor is delivered directly to the front wheels through a fixed gear ratio. This provides the instant, seamless torque that is perfectly suited to the MINI's agile, urban character. The lack of a multi-speed transmission reduces weight and complexity. The driving experience is defined by silent, immediate, and fun acceleration, with a 'go-kart' feel that is even more pronounced due to the electric motor's instantaneous response. The transmission is part of a compact drive unit that helps maintain the car's classic MINI proportions and weight distribution.

Launched in 1959 with Alec Issigonis's revolutionary design featuring transverse engine innovation and front-wheel drive packaging, the original Mini pioneered space efficiency in compact cars while achieving classless appeal that made it equally at home in working-class driveways and royal garages. This British cultural icon achieved Monte Carlo Rally victories and gained performance credibility through John Cooper's tuning, creating the legendary Mini Cooper. BMW's 1994 acquisition led to the 2001 new MINI launch with the R50 as BMW's first generation, applying premium positioning while preserving the go-kart handling and British design heritage that defined the original. Production continues at the Oxford plant, transforming MINI into a global brand and cultural phenomenon that maintains automotive icon status. The Mini's story demonstrates that truly brilliant automotive design transcends market positioning—Issigonis created a car so fundamentally right in its space-efficient packaging and entertaining dynamics that it survived British Leyland's mismanagement, appealed across all social classes, won rallies, and ultimately became valuable enough for BMW to acquire and reinvent for the premium market while faithfully preserving the essential character that made the original special.