I’ve been driving a MINI Cooper S (R56) for 18 years. This is the story of why I switched to the MINI Cooper SE (J01).
Growing up, I always had a thing for MINIs. Early in my career, I took the plunge and bought a 2007 Cooper S. The sports-tuned acceleration, quick cornering, firm suspension, and that “cute but cool” design — I loved everything about it.
But after more than 15 years, major repairs started adding up. The thought of switching cars crossed my mind, though the emotional attachment kept me going with maintenance instead of a replacement. I’d heard that MINI was making a serious push into EVs, so I decided to wait for that moment.
Why I Waited for a BEV Instead of a PHEV
MINI had the Countryman PHEV available, but what I was looking for was a pure battery electric vehicle (BEV). I wanted to experience a MINI powered entirely by an electric motor — no combustion engine at all. There was also the simple fact that I wanted the smaller MINI body, not a crossover.
Then, in the summer of 2025, my MINI Cooper S overheated and became undriveable. The repair cost would have been significant. Saying goodbye to an 18-year companion was bittersweet — but the new generation MINI BEV had launched in 2024. The timing couldn’t have been better. I started seriously looking at MINI’s EV lineup.
Test Drive: Aceman vs. Cooper SE
I test drove two models at the dealership: the Aceman and the Cooper SE (3-door).
The Aceman’s Appeal — and My Hesitation
The Aceman is a pleasure to drive. It occupies an interesting niche as the largest MINI body that still fits within Japan’s standard multi-level parking structure size limits — a practical consideration that matters in most Japanese cities. The daily usability is genuinely high, and I’ll be honest: it was a close call.
Why I Chose the Cooper SE 3-Door
In the end, I went with the Cooper SE 3-door. The reason was simple: despite being an EV, its acceleration, cornering response, and firm suspension felt remarkably similar to the Cooper S I’d been driving.
| Spec | Cooper S (R56) | Cooper SE (J01) |
|---|---|---|
| Powertrain | Turbocharged gasoline | Electric motor |
| Max output | 175 PS | 218 PS |
| Max torque | 240 Nm | 330 Nm |
| 0–100 km/h | 7.1 sec | 6.7 sec |
| Curb weight | ~1,205 kg (~2,667 lb) | ~1,615 kg (~3,560 lb) |
| Battery capacity | — | 54.2 kWh |
| WLTC range | — | 446 km (277 mi) |
The numbers show a weight increase of over 400 kg. But the battery sits beneath the floor, which lowers the center of gravity significantly. In practice, you don’t feel the extra weight — if anything, cornering stability has improved.
The compact 3-door proportions are quintessentially MINI. For me, that’s exactly what a MINI should be.
Design: What Does the New MINI Look Like?
I’ll be honest: the new MINI looks a bit different from what came before. Aerodynamics play a bigger role in the design language, and there are areas — the front grille, door handles, and wheel arches — where I preferred the old look. I won’t deny that some angles feel a step closer to generic mainstream cars.
That said, it’s still unmistakably a MINI. The commitment to curved body lines throughout remains intact. This is an expensive car for its size, but the quality of the detailing — down to the smallest touch points — reflects the pride of the MINI brand.
Interior: Functional Beauty Through Simplification
The interior has been significantly simplified. Physical buttons have been reduced to a minimum, and most controls are consolidated into the central circular OLED display.
That circular display is the heart of MINI’s identity. It’s a modern interpretation of the classic round speedometer, housing navigation, entertainment, and vehicle settings all in one place.
The mode-switching animations are a nice touch. Switching between drive modes changes the display background and ambient lighting in sync. These moments of playfulness keep the MINI character alive within an otherwise minimal cabin.
One-Pedal Driving: The Most Surprising Thing About EV Ownership
The single biggest revelation of owning this car has been one-pedal driving in B mode (the highest regenerative braking setting).
How It Works
In B mode, the default state is deceleration. You need to press the accelerator to move, and releasing it applies regenerative braking. The car comes to a complete stop at traffic lights using the accelerator alone. In most driving situations, you simply don’t need the brake pedal.
Getting Used to It
At first, the sharp deceleration when you lift off the accelerator can feel abrupt. In my case, years of precise throttle control in a sporty MINI made the adjustment straightforward. Within a week, one-pedal driving started to feel more natural than the alternative.
Brake Pads Barely Wear Out
One of the practical benefits of one-pedal driving is that your brake pads last far longer. The physical brakes are reserved almost entirely for emergencies. That directly reduces maintenance costs over time.
Passengers Are Less Prone to Motion Sickness
One unexpected change since switching to the EV: passengers are noticeably less likely to feel carsick.
In a gasoline car, even with the smoothest driving style, gear shifts introduce brief but real changes in acceleration. One-pedal EV driving has none of that. Acceleration and deceleration are continuous and smooth.
There’s also no idling vibration or engine noise at a standstill, which makes waiting at traffic lights more comfortable. If you regularly drive people who are prone to motion sickness, this is one concrete reason to consider an EV.
Living with EV Charging — Without a Home Charger
Before purchasing, charging was my biggest concern. Without home charging equipment, I wasn’t sure how much of a hassle it would be.
It Works If You Plan Ahead
EV charging takes longer than a 5-minute gasoline fill-up — there’s no getting around that. But with some forethought, it hasn’t disrupted my daily life at all.
How I Actually Charge
The approach I rely on most is charging at shopping centers and commercial facilities. The car charges while I’m doing errands, so I never feel like I’m spending time just for charging. If you look at it another way, I’ve also eliminated the act of going to a gas station entirely — which saves time in its own right.
That said, this depends entirely on having adequate charging infrastructure within your daily range. I’d recommend checking charging station availability in your area before buying.
Battery Management and Real-World Range
One thing I learned after getting the car: battery management matters, just like with a smartphone. Keeping the battery at 100% for extended periods isn’t good for long-term battery health.
Recommended Charge Range
The manufacturer recommends maintaining a charge level between 20% and 80%. The Cooper SE’s default upper charge limit is already set to 80%, and I’ve left it there.
Range at 80% Charge
| Condition | Estimated range (at 80% charge) |
|---|---|
| Without air conditioning | ~320 km (~199 mi) |
| With air conditioning | ~290 km (~180 mi) |
Air conditioning reduces range by about 30 km, but the MINI’s compact cabin heats and cools quickly. You don’t need to run it constantly — reaching the right temperature and switching it off is usually enough.
Energy Efficiency: Real-World 7–9 km/kWh
The Cooper SE’s WLTC energy consumption rating is approximately 7.52 km/kWh (133 Wh/km). Actual figures vary with season and driving conditions.
My Real-World Data
| Condition | Energy efficiency |
|---|---|
| Normal driving (Green Mode) | 7–9 km/kWh |
| Winter (below 10°C / 50°F) | 6–7 km/kWh |
| MINI app community average (winter) | ~6.2 km/kWh |
Because I drive almost exclusively in Green Mode, my numbers are consistently above the community average. Green Mode softens the accelerator response but still delivers plenty of acceleration for city driving.
The MINI app automatically logs every trip, with energy efficiency and route data available for review. Checking how efficiently you drove feels a bit like reviewing your score after a game — genuinely enjoyable.
Running Costs: Is It Cheaper Than a Gasoline Car?
I haven’t reached my first vehicle inspection or major maintenance interval yet, so this is a preliminary assessment. But so far, ongoing costs feel lower than with my gasoline MINI.
Cost Advantages
- Free charging locations are growing — Many shopping centers and MINI dealerships offer free charging
- Electricity vs. gasoline costs — The per-km electricity cost is lower than equivalent gasoline fuel costs
- Government subsidies — Japan’s CEV (Clean Energy Vehicle) subsidy program significantly reduced the effective purchase price
- Brake pads — One-pedal driving means near-zero brake pad consumption
- No oil changes — No engine means no engine oil to replace
I’ll update this article with real data once vehicle inspection and tyre replacement costs come in.
Summary: When EV Makes Sense as Your First Choice
Having made the switch after 18 years with a MINI Cooper S, my personal conclusion is that an EV can be a sensible first choice — if the following conditions apply:
- Daily driving under 200 km (~124 mi) — At 80% charge, the 320 km range means 1–2 charges per week is sufficient for most daily use
- Home charging or accessible public charging infrastructure — Without home charging, it’s still workable, but charging planning becomes part of your routine
- You value driving enjoyment — The Cooper SE delivers a MINI driving experience that makes you forget it’s an EV
Saying goodbye to a MINI Cooper S after 18 years was emotional. But the Cooper SE gives me every reason to want another long relationship. The fuel may have changed from gasoline to electricity, but MINI still makes driving itself something to look forward to.
This article is based on information available as of February 9, 2026. Running cost data will be updated as new figures become available.