Mini Cooper VS Renault Megane

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.

Now for the important part.

I always felt the previous Megane R.S. was as if Porsche had been involved, and an assurance that if the Zuffenhausen brand does end up building front-wheel drive models it wouldn't be the end of the world.

It was so direct, tight as a drum and predictable. What you put into it is exactly what it gave back, so the new one has big shoes to fill.

We drove the standard car with the EDC transmission, as well as the Cup pack with the manual transmission around town, and put the R.S.'s money where its mouth is on track with the Cup pack at the Norwell Motorplex in Queensland.

Beyond those fantastic looks, the seats, the steering wheel and the raspy exhaust note are spot on for an R.S.

The steering itself is quite nice, too, no doubt due largely to the front suspension's specific 'independent steering axis' steering knuckles, which move the steering axis 13mm closer to the hub face on each side to reduce torque and bump steer.

You'd expect it to ride like a rollerskate based on the 35 series rubber at each corner, but the ride comfort is actually quite livable.

This continues right through the spectrum of road conditions, with the crashiness that some hot hatches suffer over big bumps absent. This is likely due to its hydraulic compression stop dampers, which effectively puts a dampening bump stop within each shock absorber to create second stage dampening instead of a sudden thud. The new R.S. is proof that you don't have to be harsh to be fast.

The EDC transmission's tune is much nicer than in any other Renault I've experienced, regardless of drive mode, with responsive automatic shifts and quick manual shifts when needed. The manual is also fine, but the fat gear lever doesn't feel as mechanical as I'd like in a driver's car.

The new engine's smaller capacity makes itself known around town, with max torque not available until 2400rpm. Most current turbos manage this sooner, but it's worth noting that the new engine does manage to deliver peak torque 600rpm earlier than the previous 2.0-litre. Once you're underway though, it feels every bit of its 205kW/390Nm.

The 4Control all-wheel steering is largely undetectable under general driving conditions, but when it does become apparent (when you're having fun), it's pros also bring a few cons.

If you're heading through a bunch of corners of varying speeds, which let's face it, most twisty roads do, it's mildly annoying how the all-wheel steering shifts between modes, particularly if it happens mid corner. Think of it as a variable wheelbase and you'll get an idea of what I mean.

The torsion beam rear suspension on the other hand feels fine, and a more complex independent set-up would certainly push the new model's 34-57kg weight gain much higher. For the record, the manual weighs 1427kg, while the EDC is 1450.

The Norwell Motorplex circuit may be dead flat, but its surface is quite bumpy and therefore handy for performance testing a road car.

Once again, the new R.S.'s fundamentals seem fine, and the Cup's stiffer suspension didn't make it skittish on the circuit.

It puts the power down brilliantly through the Torsen diff and 245-section tyres, allowing you to get on the power much earlier and its amazing how it hauls for a 1.8 litre in a near-1.5 tonne car. The official 0-100km/h acceleration claim with either transmission is an impressive (for a front driver) 5.8s, which is also in line with the previous generation's Trophy R ultimate incarnation.

Those 355mm front Brembos reign it in nicely too, retaining a consistent feel after five or so laps of Norwell where we saw 155km/h along the back straight.

The all-wheel steering's effects are more obvious on the track, with quite a few of the corners straddling the 60km/h transition point in all modes aside from Race. The long sweeper straddles the 100km/h transition point in Race, so that's hardly the solution. You're effectively switching wheelbase lengths depending on which corner you're in, and often mid-corner.

It isn't drastic or dangerous, but it adds another dimension to your judgement of corner speeds that would take some getting used to.

Salvation is likely at hand though, as I learned after our drive that it's possible to turn off the 4Control system via the Perso drive mode that allows elements to be adjusted independently. We can't wait to give that a crack.