Mini Cooper SE (2024) | PH test report

Good car, the old Mini Electric. While some alternatives tried to reinvent the small car with battery power, the Mini’s introduction was as seamless as the introduction of a diesel option once was. The Electric drove like a Mini, looked like a Mini and felt like a Mini – mostly done. A godsend for real estate agents across the country and proof that petrol power is not a prerequisite for fun.

But there was a sense that this car was a taste of electric mobility for Mini (if the comparison works), with a modest range and no Cooper badge of any kind. It was almost a case of seeing if people would embrace the idea; a soft launch in case anything went wrong before the real deal. Well, people certainly embraced the idea, and now we have the real car, complete with a ton more range, a smidge more power and even a Cooper S badge. Is this when the electric Mini comes of age?

You’ll probably be lukewarm about the looks of the new J01 Mini (yes, we’re on to J numbers now), a small car that’s now a little chunky and bloated compared to the taut old days. Our UK test car, by the way, was fitted with a JCW aerokit, giving it a bit of much-needed attitude. But even those who didn’t know about the significant weight gain over the last Electric would probably assume there was one.

Any concerns about the exterior should be forgotten when you see the new interior. The driver doesn’t sit quite as low as it used to because of the batteries, and the steering wheel is even thicker than ever, although that’s probably been said since the 1275 GT was launched. The driving position is fundamentally very good. Another benefit is that this is a driving environment that combines style and functionality better than many others. The clarity of the screens and generous use of fabric make the Mini seem even more expensive than it is. The lack of a transmission tunnel means it feels really spacious, the wireless charging pad is big enough (and actually charges) and the toggle switches have remained. The central 240mm OLED infotainment screen is lovely to look at and pretty good to use; some icons could be bigger and a bit more responsive. But never has a Mini, famous for its overall feel of plush, felt so classy – it’s a real step forward.

This Cooper SE mimics the previous Electric and feels very ‘Mini’ from the first metre. It’s eager, snappy and nippy, the steering is super responsive and the car is responsive to those inputs. Some have suggested that it feels significantly less nimble than the old car due to the weight gain; it would be hard to judge this with any certainty on a pre-Covid drive, but there was never a point where this Mini seemed unbearably heavy. Its maker may have made the ‘go-kart’ description a cliche over the years, but here it justified its use. It’s obvious enough to be fun.

Despite the extra kilos and the big power boost (powered by a battery that, at 49.2 kWh, offers over 20 more usable kilowatt hours than before), this SE always feels a little faster and more powerful than the old model, accelerating to around 80mph in no time. There’s definitely noise now too, which was conspicuous by its absence the first time around. The seven “driving experiences” – Core, Go Kart, Timeless, Green, Vivid, Balance, Personal – all seem to have their own sound signature, whirring and whizzing and screeching and buzzing – all seeming to complement the experience here better than in the larger i-badged BMWs. Many 21st-century Minis have entertained with augmented sounds of some sort, so this one definitely feels cut from the same cloth.

The ride has the same slightly hectic quality as almost always, well-damped but never truly relaxing – probably made worse by the extra mass. In a Mini, you probably went for a bit of hecticness, and preferred that firmness and playfulness to a boring Cooper S. It’s fun to fling around too, easy to turn with a lift and the steering wheel bubbles just enough under throttle to know you’re in a fast front-wheel drive Mini. The brake pedal is good but not great, although a fairly drastic regen mode means it feels acceptable to drive without any settings. The SE has retained much of what was good about the Electric while addressing some of the weaker points. It would be nice if it had managed that at less than 1,500kg, of course, but we live in a world of two-tonne Lamborghini supercars, 2.5-tonne M5s and Defenders tipping to 3,000kg. Maybe 1,600 kg isn’t quite so outrageous.

With the differences in each mode, new displays and a different driving feel, there’s more to discover in the SE than in the Electric. And some comparable cars feel like you could figure them out in five minutes. Although it was a close race, the SE was more enjoyable to drive than the more powerful rear-drive Cupra Born VZ we tested recently. Like many good Minis, it encourages you to drive harder and faster – and now a little further too.

As great as the Electric was, no one could say it went very far on a single charge. And while you needed a lot more kilos for that privilege, it still had some range in the tank. Now it can be a daily driver for all seasons and all scenarios, not just a city car. Officially it does 240 miles, our test car showed 220 on a full tank, and an average of just over four miles per kilowatt hour would have put us over 200 miles. Considering that 3 miles/kWh was achievable when driving like you were auditioning for The Italian Job, that seems doable.

That would leave you with a very desirable small EV. As commendable as the light, bright, i3-powered Mini Electric was, a WLTP range of less than 240 kilometers diminished its appeal. Look at how clever, cool short-range EVs have performed, most notably the Mazda MX-30 and Honda e. Outside of a major city, of course, this diminishes the appeal. Yes, this is a more expensive, heavier electric Mini, albeit one with a much broader appeal than before. Moreover, almost all of the qualities that characterize the modern Mini experience are there and right, including the vitality buyers expect. Expect to see plenty of those shortly. Let’s just hope familiarity works its magic on the looks.

Motor: 54.2 kWh battery (gross; 49.2 kWh net), single electric motor
Transmission: 1-speed automatic, front-wheel drive
Power (HP): 218
Torque (lb ft): 243
0-100km/h: 6.7 seconds
Maximum speed: 106 miles per hour
Weight: 1,605kg
MPG: 244 miles WLTP range, 95 kW maximum charging rate
CO2: 0 g/km (driving), 4.1–4.4 miles/kWh stated
Price: £34,500 (Classic; Exclusive £36,700, Sport £38,000)