Hyundai Ioniq VS Mini Cooper
Hyundai Ioniq
Likes
- Well-tuned electric drive
- Range is about right
- Excellent energy consumption
Dislikes
- Feels very heavy
- Design won't be for everyone
- Still a little too pricey for mass adoption
Mini Cooper
Likes
- Great design inside and out
- Outstanding multimedia system
- Brilliant driving experience
Dislikes
- Expensive
- No spare tyre
- Drab rear-seat packaging
Summary
Hyundai Ioniq
Hyundai's Ioniq range is nothing if not a flex in the face of Toyota.
Sure, Toyota has a dominating position in the Australian market, with its well-received range of hybrid models, but what happens after hybrid? Hyundai takes on the blocky Prius formula with not only a directly competing hybrid model, but a plug-in and a fully electric version, too.
This expansive range is as though Hyundai is trying to demonstrate it's ready for any future, near or far, and guess what, Toyota? Anything you can do; the Korean juggernaut thinks it can do better.
These cars aren't really designed to sell so much as they are offerings for early adopters, but a few years after its launch, with a host of rivals set to take it on, and an entire sub-brand based on the Ioniq just around the corner, is Hyundai's top-spec Ioniq electric worth a look? I took one for a week to find out.
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Mini Cooper
In 1959 the British Motor Corporation (BMC) unveiled the first Mini to stunned amazement.
The mastermind of Alec Issigonis in response to soaring oil prices, it revolutionised small-car engineering, packaging and design on one hand, yet was as cheap and cheerful as any previous entry-level Morris on the other, to become an era-defining cultural phenomenon.
That changed after BMW bought Mini to reinvent it as a far-pricier range of larger, brattish retro-style hatchbacks, followed by convertible, wagon, coupe and SUV variants later on.
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Which actually helped when an electric version of BMW’s third-generation (F56) three-door (3dr) arrived as the SE in 2020. Ironically it became one of the less-expensive electric vehicles (EVs) available, evoking some of the original’s breakthrough spirit.
Now, in 2024, things get complicated.
The F56 has evolved into the restyled and elongated F66 fourth-gen Cooper petrol range, while the old SE has given way to an also-larger but completely different pure-EV model, in Cooper 3dr and imminent Aceman 5dr crossover/hatch guises. These latest Minis aren’t as much twins as doppelgangers.
Confused? Intrigued? You should be. But despite some reservations, the electric Cooper (tested here) might be the most brilliant Mini in seven decades.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | — |
Verdict
Hyundai Ioniq7.8/10
Just like the Kona EV, Hyundai's Ioniq is still one of the best EV options on the market today. It strikes an excellent balance by offering significantly more range and better energy consumption than the more affordable Nissan Leaf or MG ZS EV, while providing the familiarity of the Hyundai spec and drive experience at a price only a little higher than a top-spec Prius.
Its relatively high score is a product of these factors, but also the way in which its interactivity offers the early adopters the engagement they will be searching for.
Mini Cooper8.5/10
In SE guise at least, the new electric Cooper seems to have lost none of the sprightliness or dexterity of earlier iterations, yet has gained a greater bandwidth of refinement and sophistication.
Coupled with the pleasing styling and brilliant cabin, we’re very excited about BMW’s latest Mini. Even at its premium price, the Cooper is just about the most fun EV for the money.
Design
Hyundai Ioniq
The Ioniq follows in the footsteps of eco hatches before it. You'll note this car's similarity in profile to the Toyota Prius, both shaped as such to secure low drag figures and therefore better economy and longer range.
While the Ioniq is a little more sedate than the wacky angles of the current Prius, there's no getting around the fact it's not exactly a cool shape. You could say it's interesting, perhaps, in the way it warps the low-drag box to Hyundai's styling cues, but dorky nonetheless. The LED headlights help lift it a little, but the filled-in grille and small 16-inch wheels hardly lend this car extra street cred.
The Ioniq is more a proof of concept for early adopters who care a little less about the way the car looks and a little more about its drivetrain and technology, which is clearly the focus here.
This can be seen in the Ioniq's interior, which has been re-worked for its most recent update. The digital features are impressive, with the floating 10.25-inch screen now totally dominating its dashboard.
I also like how the brand has given the instrument cluster a more modern design, with a cool floating bridge element over the top to eliminate glare, and, as always, Hyundai has made ergonomic use of its excellent switchgear and tidy steering wheel from the i30 and Kona ranges.
The climate unit has lost its tactile dials, replaced by touch-panel controls, and the lack of a transmission under the centre console has allowed plenty of negative space for the brand to play with, in this case a huge storage bay. There are also elements from more recently launched Hyundai models, which help to tidy the centre space up further, like an upright wireless-charging bay and shift-by-wire drive selector, which all looks very modern and neat.
It's a step towards things to come from the newly minted Ioniq sub-brand, which will do a lot more of this stripped-back, space-saving stuff with its next vehicle, the Ioniq 5 SUV. For now, though, the Ioniq is good as a half-step into the future. It's not as outlandish as a Tesla Model 3, for example, and will better suit a buyer looking for something a bit more familiar that still has a futuristic edge.
Mini Cooper
This Mini is arguably the purest and cleanest since the BMC Morris original. That’s because, while the 2006 and 2014 models were post-modern takes on the 2001 reboot, the new design seems more faithful to Issigonis’ vision.
Sharing only the octagonal grille motif with its other Cooper, Aceman and Countryman siblings, there’s a simple elegance to the styling, with proportions that look spot on.
Now banished from the 3dr are the clamshell bonnet, plastic wheel arch shroudings, pull-up door handles and other visual clutter - though thankfully not the frameless doors. This minimisation of fuss and ornamentation compared to past and other present BMW-era Minis is a welcome development.
Fun fact. The windscreen is now more angled to significantly improve the aerodynamic flow crucial to EV efficiency. Traditionalists, please don faces of disapproval here.
This Mini seems smaller than it is, though in reality the Cooper is roughly 30mm longer (both in body length and wheelbase), wider and taller than the old 3dr, continuing BMW’s mockery of the moniker. The length, width, height and wheelbase measurements have now blown out to 3858mm, 1756mm, 1460mm and 2526mm, respectively. Which does pay some dividends inside.
Practicality
Hyundai Ioniq
As mentioned, there's actually quite a lot of space in the Ioniq cabin, and the design has been further stripped back with its most recent updates.
The front seat seems a bit high for a hatch, although ergonomically everything is correct for the driver, with a good amount of adjustability in the seat back and wheel.
The big, bright multimedia touchscreen is easy to use, and the single centrally mounted volume dial is welcome, but I do sorely miss the dials for adjusting fan speed and temperature. Touch-panel controls, to me at least, are always inferior.
As already mentioned, the centre-console area under the climate unit has been almost entirely deleted for the electric variant, granting the driver a little more knee room, and leaving a deep rubberised bay for loose objects, maybe even small bags. This area also houses two 12v power outlets and one USB port. The centre console has been re-worked to include a smart, space-saving upright wireless-charging bay for your phone, the shift-by-wire console, and controls for the heated and ventilated seats. This area also hosts two large bottle holders, and a large centre-console box.
As is usual with Hyundai models, there's also a large bottle holder in the door, alongside a practical bin.
Rear passengers are treated to decent legroom, about on par with what you'd expect in a hatchback. Headroom is a little limited, both for getting in and out, with the descending roofline, so if you have family or friends taller than my 182cm height, they might be less than pleased.
The rear-seat area gets bottle holders in the doors and in the drop-down armrest, although there are no power outlets, just dual adjustable air vents.
The hatch body of the Ioniq makes for a decent boot volume of 357 litres, enough for a large pram or, in the case of my testing, the largest of the CarsGuide luggage cases, with ease. Hyundai gives you a little satchel to tidily store the standard powerpoint to Type 2 charging cable. A Type 2 to Type 2 cable, which you will need to charge at public outlets (up to 7.2kW) is not included.
Mini Cooper
This is a Mini. But it’s the roomiest one ever without back doors.
Drop yourself inside one and you’ll be struck by the sheer change going on. Retro familiarity dominated by brash innovation.
Yes, it still has comparatively upright pillars, a centrally-sited circular display and a row of toggle switches within an otherwise sparse fascia, but that’s where the similarities between classic-old and brand-new cease.
All eyes are drawn to the modest 240mm (9.4-inch) central OLED display, which seems overwhelmingly busy at first glance, but becomes clear in design, intuitive in layout and functional to use in no time. BMW’s experience here is industry-leading.
The Mini deploys bright colours and fun symbols to further help operators know what does what, where and why, making this playful and sophisticated in execution. If only all screen-based multimedia and vehicle settings were this logical. So much so, in fact, that even a limited number of toggle switches, alongside the welcome volume knob and gear selector, are enough. You won’t miss them.
Now, the driving position is first class as you might expect, with that sitting-upright-in-a-box-with-plenty-of-glass-all-round-you sensation that’s been part of the Mini experience for decades. And, in Favoured guise, the JCW buckets are superb.
The small, low-placed wheel feels right, forward vision is excellent, nothing is too much of a stretch away, storage is generous for a car this size (with a largish glove box included) and ventilation proved to be reassuringly effective in the Baltic-esque conditions we tested the car in.
Of course, being a Mini, the Cooper boasts personalisation and customisation galore, including for some compelling screen backgrounds (one reminiscent of the Morris era) and the inevitable ambient lighting, while the standard, synthetic trim and textures are amongst the most interesting in any car. And it’s all really well put together in terms of aesthetics and build quality.
What’s not to like?
Well, for starters, the glass roof lacks a cover and that’s daft in Australia. Even on a freezing Melbourne day, the sun’s glare can be too much. The side pillars are a blind spot hazard, making those standard lane-support driver-assist safety alerts essential, so don’t disable them. The between-seat cubby feels flimsy and has a lid facing the wrong way from the driver - that’s just plain lazy, BMW. And we’re glad the head-up display directly ahead of the driver is included because the digital speedo in the centre screen strays too far from some drivers’ comfortable sight lines.
Now, there’s no point complaining about the four-person Cooper 3dr’s rear seat packaging, as there’s a massive hint in this car’s name.
But while there’s sufficient room for two larger people, the two fixed positions are best for kids only. Their backrests are a tad too upright for adult comfort. There are basically no amenities present and the side windows do not crack open. Have carmakers forgotten how? Bare and basic sums it up back there. Oh, and entry/egress is impeded by painfully slow-moving electric front seats and narrow apertures to squeeze through.
Finally, there’s the cargo area, which mirrors the previous versions with a volume of just 210 litres (VDA), rising to about 800L with the 60/40 twin backrests folded. You don’t buy a Mini for practicality. And while there’s hidden storage, no spare wheel exists, remember. Just a fiddly tyre repair kit.
Still, the Cooper’s overall cabin execution is ultra-fresh yet still reassuringly on-brand, with enough interesting new details and technologies to justify updating from an older model. An inside job well done.
Price and features
Hyundai Ioniq
On the one hand, forking out over $50k for a car which looks like this is a tall order. On the other hand, there is no other electric car that really falls into this price bracket, and when you think about it, it's only a few thousand dollars more than a top-spec Prius.
The aggro never-EV types will argue you can have a very good hot hatch, like say, Hyundai's own i30 N for less, but then this car really is for those early adopters who are after a slice of future drivetrain tech rather than a complete value offering.
In the context of the EVs currently available in our market, the Ioniq shines. Yes, it is more expensive than rivals like the Nissan Leaf or MG ZS EV, but it also offers more range than either of those, at 311km measured to the more accurate WLTP standard.
This is short of Tesla's Model 3 standard range, but also more than $10k more affordable, and as I discovered on my week of testing; 311km, and it really is 311km, is plenty for a predominantly urban commuter to get by with either routine maintenance charging, or a once-a-week stop at a DC charger.
So, value then? As this car has probably the minimum electric range you really want for an Australian city at a price only a little above rivals which fall short, it's in quite the sweet spot.
Oh, you probably want to know about equipment, too. Our Ioniq electric Premium scores familiar equipment from the facelifted Hyundai i30 range, including a 10.25-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, built-in sat-nav integrated with charging-station distances, a 7.0-inch digital dash cluster, eight-speaker premium audio system, 16-inch alloy wheels, LED headlights and DRLs, single-zone climate control, leather-appointed interior trim with heated and cooled front seats, a heated steering wheel, auto-dimming rear vision mirror, wireless phone charger, opening sunroof, and keyless entry with push-start ignition.
It's a good array of items, and we'll touch on this car's fully equipped safety suite later. The only notable omissions for now are the lack of a holographic head-up display and the lack of dual-zone climate control.
Mini Cooper
Now, nothing is shared between the latest petrol and electric Minis, bar mostly some dash and interior items – as well as that umbrella Cooper suffix.
While the new petrol range from the UK starts with the Cooper C 1.5-litre, three-cylinder turbo from $41,990 (all prices are before on-road costs) and from $49,990 for the Cooper S 2.0-litre, four-cylinder turbo, the EV from China kicks off from $53,990 for the Cooper E and $58,990 for the more powerful SE.
That’s about $5500 more than in the old SE electric.
Now, the two petrol Coopers come in three grades apiece (C: Core, Classic, Flavour; S: Classic, Flavour, JCW Sport), but the EV Cooper is only available in E Classic and SE Flavour for now.
In the Cooper E that means LED headlights, keyless entry/start, a head-up display, wireless charging, ambient lighting, digital radio, wireless Apple CarPlay and Android Auto, ‘Hey, Mini’ voice control, augmented-reality navigation, 'Mini Connected Services' (via 5G connectivity), heated sports seats up front, a sports steering wheel, panoramic glass roof, piano-black trim highlights and 18-inch alloy wheels (but with no spare wheel).
Additionally, there’s a whole suite of driver-assist tech, including autonomous emergency braking (AEB) with lane-support systems, adaptive cruise control, exit warning and a surround-view camera.
Among other items, the SE adds 25kW and 40Nm of extra power and torque respectively, Harman Kardon 10-speaker audio, John Cooper Works (JCW) front seats with electric adjustment and memory for the driver, sun-protection glazing and ritzier trim.
How these compare to rival EVs of similar sizing is academic, because of the Mini’s unique positioning, reputation and lineage.
The smaller Fiat 500e for similar money, incoming Peugeot e-208 and upcoming Renault 5 EV come closest in theme, while larger hatchbacks like MG’s substantially cheaper 4, costlier Cupra Born and promising Peugeot e-308 lack the Cooper’s cool cache and contrived whimsical brashness (you decide).
As a symbol of England but with German and Greek parentage, the Mini is British royalty in more ways than one.
Under the bonnet
Hyundai Ioniq
The Ioniq electric has a single motor on the front axle producing 100kW/295Nm. It's the least powerful EV in Hyundai's range, but still out-punches cars like the Toyota Prius on raw power. It drives the front wheels via a single reduction-gear transmission, and the Ioniq electric also has re-worked regenerative braking for its most recent update.
This is powered by a huge-for-its-size 38.3kWh lithium-ion battery pack under the floor.
Mini Cooper
Brandishing a 400-volt platform, the Cooper Electric uses an entirely different architecture (under the Spotlight joint venture with China’s Great Wall Motors or GWM) compared to the petrol-powered (and previous SE) Minis from Europe.
Mounted up front, a synchronous permanent magnet electric motor offers varying outputs depending on grade. The E makes 135kW and 290Nm, for a 0-100km/h sprint time of 7.3 seconds on the way to a top speed of 160km/h, while the sportier SE’s corresponding figures are 160kW, 330Nm, 6.7s and 170km/h. The front wheels are driven via a single-speed reduction gear transmission.
Weighing in at 1615kg and 1680kg in Euro spec, the E and SE offer a power-to-weight ratio of 83.6kW/tonne and 95.2kW/tonne, respectively.
As per other post-modern Minis, suspension is via MacPherson-style struts up front and a multi-link independent rear end. BMW also speaks of powerful brakes, a low centre of gravity, a strut brace and “preloaded stabiliser mounts on the axles”, providing enhanced handling and ride-comfort qualities.
Efficiency
Hyundai Ioniq
The huge 38.3kWh battery pack and official combined energy consumption of 15.7kWh/100km, grants the Ioniq electric an impressive 311km (WLTP) range. As already mentioned in the pricing section, this lets the Hyundai electric hatch strike a good balance for urban commuters, however, under our mostly urban testing, it's an even better story.
For context, electric cars are far more efficient when operating in an urban scenario than they are on the open road. This is because they can regenerate energy more often and are less susceptible to losses from drag. The Ioniq has a superb regenerative-braking system, which can be completely customised to the user's preference. Want to drive it with no regen braking (like a normal car)? You can. Want to have the full eco experience, and have the car's motor bring it to a halt even without using the brake pedal, thereby maximising the amount of energy recouped? You can absolutely do that, too.
For most of my week, I stuck the Ioniq in its maximum regenerative setting and was very impressed to find it return an efficiency rating of 12.3kWh/100km. Not only is this number well below its claim, it's by far the most efficient electric car I have driven, and the only one I haven't tried yet is the brand-new MG ZS EV.
Colour me very impressed. The Ioniq charges via the most popular socket, the European Mennekes Type 2 combo. On DC, the Ioniq can charge as fast as 100kW allowing for a charge time of 54 minutes from empty to 80 per cent. On AC, its max charge input is a frustratingly low 7.2kW, making for a charge time of six hours and five minutes (more expensive rivals will charge at 11kW or even the max 22kW), while from a 240v wall outlet (~2.3kW) it will charge in 17 hours and 30 minutes.
My single charge session was at a council-supported clean-energy Tritium charger with a max output on DC of 112kW. It charged my Ioniq from about 35 to 80 per cent in 32 minutes, and cost around $7.
Mini Cooper
The Cooper E features a 41kWh lithium-ion battery pack, offering a WLTP range of up to 305km, whilst the Cooper SE ups that to a larger 54kWh battery for up to 403km of range.
The WLTP combined energy consumption figure in Europe is rated between 14.3kWh/100km (E) and 14.7kWh/100km (SE). On test, the latter’s trip computer read 17.8kWh. Sadly, BMW did not provide us with an E during the soaked-out Melbourne launch event.
Three charging methods are provided: 11kW AC charging as well as either 75kW DC charging (E) and 95kW DC charging (SE). As a result, the fastest 10-80 per cent charging timings you can expect are under 5.5 hours (AC) and 30 minutes (DC).
Driving
Hyundai Ioniq
The Ioniq's familiar Hyundai switchgear makes it largely feel like the brand's i30 from behind the wheel, and this is a very good thing. This car is immediately ergonomic and user friendly, although the seating position is a little high, preventing it from feeling particularly sporty.
The Ioniq emits a pleasant choral tone at low speeds, which enhances the perception you're steering something from the near future. It also helps alert pedestrians nearby, which was one of my pet peeves about the silent Tesla Model 3. The noise is interesting enough that you'll have people peering closely at it to figure out what's going on. It even gets louder as you accelerate, as though the motor is making it and it's not entirely artificial. Cool.
This EV is silky smooth to drive and accelerate. Like other Hyundai electric cars, it doesn't have the unleashed electric torque of a Tesla, but it feels well attuned to driving around in an urban scenario, with viscous acceleration and regenerative braking. I was surprised to discover how heavy it feels, though.
I was expecting it to be heavier than its hybrid or PHEV counterparts but compared to the hybrid Prius I drove only a week or two prior, the electric Ioniq feels obese.
Upon closer examination, the Ioniq electric weighs 200kg more than the Prius, at 1575kg. It doesn't sound outrageous but it's enough to have this little car's suspension wallowing and occasionally crashing over bumps that wouldn't bother its hybrid versions or, indeed, the Prius.
This is perhaps emblematic of the issues facing smaller EVs like this. To get more than 300 kilometres of range, they need a lot of heavy batteries. Manufacturers can better hide this with the existing heft and better suspension travel of SUVs. The Kona EV, for example, feels less hefty than this little hatch.
Regardless, the electric motor dispatches with the Ioniq's weight easily when you really want to accelerate, and while it doesn't provide the hold-on-for-dear-life acceleration of Teslas, it's more than enough for a daily commuter. Unlike the Prius, the Ioniq does genuinely feel pretty sporty in the corners, thanks to steering that's on the heavier side, and a firm, responsive damper tune.
The regenerative braking is particularly good on the Ioniq. Using paddle-shifters usually reserved for changing gears, the Ioniq instead lets you alter the amount of regenerative braking available. Feel like coasting a bit faster? Flick the Regen braking off. Feel like maximising economy and range? Max it out in the drive mode of your choosing, and you can use it as essentially a ‘single pedal' car (you can go or stop by using the throttle alone).
It even has an auto mode, which I found to be pretty intuitive. Paired with a few different display options to let you get superior feedback on how you're tracking with battery usage, it's brilliant, and more electric vehicles should take note.
So, this is an eco-focused electric car that is reasonably engaging to drive if a little heavy. Most importantly for the electric era, it's highly interactive, helping you really understand how your inputs are affecting its battery usage, and how you can better drive it to maximise range.
Mini Cooper
After all the excitement of the all-new electrified architecture and pared-back design, would the Mini Cooper Electric also impress from behind the wheel, particularly as it now hails from China rather than the UK?
We needn’t have worried - at least, not as far as the more-expensive Copper SE is concerned, as BMW did not have a base E for us to test.
First off, remember how comfortable the JCW seats are? Combined with the intuitiveness of the ergonomics, they set the driver up for an immersive and fun experience.
With 160kW, the single-motor/front-drive electric powertrain will not keep up with Tesla Model 3s costing similar money, but the Cooper SE is still tuned to feel fast off the line, responsive to your right foot inputs on the go, and rapid when you really need to leap ahead, especially in Sport mode. The latter is part of seven settings ranging from lazy cruisy to ultra-alertness. All maintain the Mini’s can-do charm.
But, as with all great super-minis in history, it's the chassis underneath that brings the electric Cooper to life.
Yes, it is heavy at 1.6 tonnes - though not for an EV with this sized battery. And, yes, the lack of a manual, integral to hot hatches for some drivers, is a drawback.
But the Mini is a taut, reactive and agile little runabout, with sharp steering that’s totally on-brand, tenacious grip (in teeming rain, too) and a level of tautness and control that just makes you feel part of the dynamic experience. Tight, alert and athletic. It’s what we expect from a Cooper and the charming, charismatic SE delivers.
Boasting such moves whilst still capable of offering a sufficiently supple ride on the standard 18-inch alloys is just as much of a joy for folks who need to commute in a Mini. The old brittle hardness of most earlier Cooper S’ has been exorcised in this affable little beauty.
We cannot tell you how quiet or otherwise the SE is on freeways as there was just too much water on the road (tyre roar is a typical German car bugbear), but the lively chassis, strong performance and impressive overall refinement are the hallmarks of the electric Mini made in China.
And, speaking of China, the handy driver-assist tech breaks from tradition by not interfering abruptly, highlighting the nuanced level of tuning BMW has performed on its petitie English patient.
Foibles? Over our two hours, we found those thick side pillars do impede vision to an alarming degree, so be grateful for the blind-spot alert. While the brakes worked magnificently, as you’d expect, we’d like some broader adjustability for the off-pedal regen braking. As it stands, it doesn’t quite bring the car to a full stop, single-pedal style. Paddle shifters to facilitate that might be nice, too.
Note, too, that another test car with two larger occupants garnered some criticism for riding too firmly. All our driving was performed with just the driver on board.
But what a drive it turned out to be. Even in high winds and torrential rain over slippery roads, the new Cooper Electric SE proved to be an irresistibly fun drive, yet with a newfound maturity that makes us impatient to get back behind that natty little wheel.
Safety
Hyundai Ioniq
The Ioniq electric comes with the full suite of Hyundai SmartSense safety features, with active items including freeway-speed auto emergency braking (detects vehicles up to 180km/h, detects pedestrians up to 70km/h), lane-keep assist with lane-departure warning, blind-spot monitoring with rear cross traffic alert, adaptive cruise control, driver-attention alert, and auto high-beam assist.
This is backed by the usual stability, brake, and traction systems, as well as seven airbags (the standard dual front, side, and head array, plus a driver's knee) securing the Ioniq a maximum five star ANCAP safety rating dating back to its launch in 2018. It scored highly across all categories.
Mini Cooper
No crash-test ratings have yet been revealed for the new Cooper.
As mentioned earlier, there is a decent suite of driver-assist tech fitted as standard, such as AEB with lane-support systems including lane departure warning, lane keep assist and blind-spot monitoring, rear cross-traffic alert/braking, rear-collision prevention, auto high beams and an exit warning. Note no AEB operating parameter data was available at the time of publishing.
Other safety features include a driver-attention monitor, adaptive cruise control (with automatic speed-limit assistance), anti-lock brakes, stability and traction controls and nine airbags (front/side/head and front centre airbags).
The Cooper also offers automatic parking assist, front parking sensors, a surround-view camera set-up, a tyre-pressure monitor and an SOS intelligent emergency call function in the event of an incapacitated driver, as part of Mini Connected Services.
There are also two child seat tether latches and twin ISOFIX anchors fitted within the rear seat.
Ownership
Hyundai Ioniq
Hyundais are all covered by a competitive five-year and unlimited-kilometre warranty, which includes 12 months of roadside assist. The roadside assist is topped up for an additional 12 months with every genuine service, and the battery pack in EV models like the Ioniq is covered for eight years or 160,000km.
Hyundai's service pricing is amongst the best in the business, and with less moving parts, the electric Ioniq is the cheapest in the range with the first five services for the life of the warranty fixed at just $160 per 12 monthly or 15,000km interval.
Mini Cooper
Mini offers a five-year, unlimited kilometre warranty and five years of roadside assistance. The traction battery is also covered by an eight-year/160,000km warranty.
There are no set service intervals, as the car’s onboard computer will alert the driver based on condition and wear/tear. That said, we recommend going every 12 months or 10,000km, just to be on the safe side.
Mini promotes several prepaid service plans on its Australian website, but no details on what they are for the Cooper E/SE models were available at the time of publishing.