Anyone remember the original, not-for-production BMW Mini all-Electric? We do.
And it’s interesting to re-check the specs: around 100-120 miles on a single charge, 150kw electric motor (201hp), humongous (by standards a decade later) lithium-ion battery pack weighing 260kg, resulting in the loss of the rear seats and minimal luggage space. The sprint from 0-62mph (100km/h) in “just” 8.5 seconds, as we said at the time, and an electronically-limited top speed of 95mph. Recharging in around four and a half hours via a dedicated 32 amp wallbox.
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Fast forward a decade from those 100 trial cars (40 in the UK) and you get a newer generation of three-door hatchback Mini body, full use of all four seats, the full hatchback 211 litre boot, expandable to 731 litres when the rear backrests are folded down, 124-144 miles of WLTP range, 135kW/184hp motor, a much more compact battery pack, 0 to 62mph in 7.3 seconds and top speed of 93mph. Recharging to 80% takes 35 to 150 minutes depending on AC or DC charging and a full shot takes 210 minutes – 3.5 hours.
Rather than occupying acres of rear seat and boot space, the production EV battery pack has 12 modules of lithium-ion cells arranged in a T-shaped unit on the floor between the front seats and below the rear seats, providing battery capacity of 32.6 kWh. We’ll be telling you a little more shortly but we’ve learned any malignant cell can be replaced individually, rather than having to swap the whole pack.
The ‘engine’ is BMW Group’s own synchronous electric motor; it already offers various all-electric or electrified BMW models plus a PHEV Mini Countryman. Power electronics are shielded by a reinforced bumper carrier and the motor support frame while the high voltage battery is protected by a solid base plate.
With an unladen DIN weight of 1,365kg, the ‘lecky Mini is only 145kg heavier than the ICE Cooper S 3-door with automatic transmission (the conventional torque converter six speed was swapped for a Getrag DCT last facelift).
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By GlobalDataNew EU law means the Mini Electric has acoustic pedestrian warning for low speed driving with a distinctive sound generated via a speaker system.
Standard equipment for the UK includes a new digital dashboard, connected navigation with live traffic updates, LED headlights and tail lights (options on some ICE versions).
Electric model distinguishing features include a logo on the sides, tailgate and grille (which is closed, as the car requires less cooling). The enclosed undercarriage, the rear apron and special (optional, of course, this is a BMW product after all) 17-inch Corona Spoke two-tone wheels.
The charging plug is above the right-hand rear wheel, replacing the petrol filler.
Suspension has been retuned. The centre of gravity is at least 30mm lower than the ICE Cooper S and the reduced weight over the front wheels, thanks to the electric motor, gives what Mini says is “close to perfect weight distribution” for “exceptional driving dynamics”.
Dynamic stability control (DSC) helps start-off traction and provides added stability in brake energy recovery mode, as well as when accelerating out of tight bends.
Four driving modes are selected via a switch on the right-hand side of the toggle bar. Sport has more direct steering and a more rapid power delivery, Mid has less aggressive steering while Green, of course, uses more gentle accelerator actuation. Green+, the greenie masochist’s mode (also suitable if charge is low and you have no idea if you’ll make it to the next functioning charger), limits or switches off some comfort functions such as air conditioning to save power and increase range.
A toggle switch to the left of the start/stop switch gives a choice of intense or low-level power regeneration – independent of driving modes. This recharges the battery when the driver lifts off the accelerator, and also acts as a brake. This is similar to the ‘B’ setting on the Nissan Leaf but we’ve yet to learn if the Mini has the equivalent of e-Pedal which, once mastered, rarely requires use of the foot brake, especially as it ‘holds’ the car in traffic.
The new digi-dash details available range, current drive power, outside temperature, time and mileage plus traffic signs and nav directions.
When charging the battery, the time, outside temperature, available range and charge can be seen on the new dashboard along with estimated charge end time. The colour of the panel changes depending on charge status, a variation of Nissan’s 1-2-3 dashtop blue lights.
Home and public charging cables come standard, designed for AC and DC charging using Type 2 and CCS Combo 2 plugs.
Above the car socket, a charge level indicator displays orange for start of charge, pulsating yellow light for active charging and green for fully charged. A 50kW DC fast-charging station can restore an 80% charge in 35 minutes.
A new dual zone automatic air conditioning system is also standard and uses 75% less energy than a conventional version. We’ve found HVAC to be the Achilles Heel of EVs and look forward to seeing what BMW’s supplier has achieved.
Production is at the main Mini plant in Oxford (some ICE build is contracted out to NedCar in the Netherlands) and Mini UK is offering the base trim on a monthly lease from GBP299. Retail price is GBP24,400 after the government’s plug-in car grant is deducted. Order taking has begun ahead of March 2020 first deliveries.
Moving up from base trim, mid-level has cloth/leather (look) upholstery, additional body colour and wheel options, plus park distance control (PDC), rear camera, seat heating, driving assistance pack and logo projection and will cost GBP26,400 OTR including grant here in the UK.
The GBP30,400 top level adds front PDC, park assist, Harmon Kardon sound, head-up display, panoramic sun roof, matrix LEDs and a better 8.8″ infotainment touch screen along with wireless phone charging, leather upholstery, a choice of five alloy wheels and six exterior body colours.
