Renault Zoe VS Mini Cooper
Renault Zoe
Likes
Dislikes
Mini Cooper
Likes
- Great design inside and out
- Outstanding multimedia system
- Brilliant driving experience
Dislikes
- Expensive
- No spare tyre
- Drab rear-seat packaging
Summary
Renault Zoe
Renault chairman and CEO Carlos Ghosn may look like a Bond villain, but rather than threatening to end the world he's intent on saving it.
In October last year he launched Groupe Renault's 'Drive the Future 2022' strategic plan, which included a commitment to "eight pure electric and 12 electrified models as part of the [Renault] range" within five years.
But he didn't mention the head start, because Renault already had several pure electric vehicles in its line-up at that point, including the subject of this review.
In fact, the Renault Zoe has been on sale in France since 2012, and stands as Europe's best-selling electric vehicle.
In late 2017, Renault Australia dipped its toe in the electrified waters (risky...) by bringing the Zoe here within a "business-to-business and business-to-government framework."
And in July this year, due to allegedly popular demand, it was made available to private buyers through "selected dealerships"; currently two in Melbourne, and one each in Sydney, Adelaide, Perth and Brisbane.
Just under $50,000 for a city-sized hatch is hardly cheap, but it's entry-level territory for electric vehicles in this market. And what price can you put on helping to save civilisation as we know it?
Let's 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.
Read more about
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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
Renault Zoe7.8/10
The Renault Zoe is a fun to drive, ultra-efficient, practical little hatch. But the dollar-shaped elephant in the room is its price. Without the government ZEV subsidies offered in other markets, it's wickedly expensive, and with fresh competition in the shape of a new 'normalised' Nissan Leaf coming soon it'll have to work hard to wean more than a handful of small-car buyers off their fossil-fuel addiction.
Are you ready to make an investment in planet Earth's future? Tell us what you think in the comments section below.
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
Renault Zoe
Renault claims no less than 60 patents came out of the Zoe's development, but while BMW's i3 is as hip as Kendrick Lamar on his third encore, and even Toyota's long-serving Prius hybrid still looks ready to roll onto the set of the next Avengers movie, this little hatch isn't shouty at all.
It seamlessly merges into the automotive landscape. A cute, small car with a few flashy blue bits in its head and tail-lights giving the only clue to its distinctly unusual internals.
Underpinned by the same platform as the Clio (with an identical wheelbase) the Zoe is slightly longer (+21mm), fractionally thinner (-2mm) and quite a bit taller (+114mm) than its conventionally powered sibling.
Lead exterior designer Jean Sémériva has literally left his mark on the car, with a full-size thumb print applied in low-relief to the rear door handles. Nice touch.
And monsieur Sémériva has shown admirable restraint in a cool design combining soft curves around the nose, front guards and rear end, with sharp character lines top and tailing the car's flanks.
Vaguely diamond-shaped tail-lights mix a clear lens cover with those nifty blue highlights and brilliant LEDs for an arresting brake and indicator display.
Open the door and a similar blend of tech and tradition creates a clean and simple interior, with strategically placed bright-metal finishes highlighting key elements.
A broad TFT digital instrument screen sits under a minimalist hood, with the 7.0-inch 'R-Link' multimedia screen dominating a central stack lifted by a shiny black face and an illuminated blue keyline around the heating and ventilation controls.
A printed circuit pictogram on the front headrests and left-hand side of the dash is a creative reminder of the Zoe's means of propulsion. And the front seats feature a decorative curved panel, defined by dark piping on each side of the backrest.
Tech highlights include the TomTom Live nav system's ability to describe a circle showing the car's operational radius on current charge, determining whether you can reach a nominated destination. It also taps you into weather updates, traffic danger zones and Renault Assistance.
Plus, the drive-management system can report on energy usage and assess driving behaviour, so lead foots have nowhere to hide.
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
Renault Zoe
Like most compact hatches the Zoe offers plenty of space up front and gets a bit squeezy in the back. Although the first surprise is that there's no height adjustment for either front seat.
Happily that wasn't a big issue. At 183cm I was still able to find a good driving position, with storage running to two cupholders (one small, one laughably tiny), plus a pen slot and two oddments trays in the centre console. The second of those trays houses a 12-volt outlet, SD card slot, 'aux-in' jack and USB port.
There are small bottleholders and storage pockets in each front door, a medium-size (7.0-litre) glove box with an open tray above it, and a small tray on the lower part of the dash on the driver's side.
Rear head and legroom is passable for a car of this size, but storage is limited to modest door bins and a single cupholder at the back of the centre console.
However, it's cargo space where the Zoe really raises eyebrows, with 338 litres available (to the parcel shelf) with the single piece rear seatback (as in, it doesn't split-fold) upright.
That's enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the CarsGuide pram. In fact, we were able to fit the largest suitcase and the pram at the same time, which is mighty impressive for a city-sized hatch. Push the rear seat flat and space grows to 1225 litres (to the roof), which is heaps.
Carpeting for the boot has been sourced from the cheap 'n' cheerful bin, but there are D-shaped anchor shackles, decent lighting and handy bag hooks back there.
The boot's unlikely volume is partly due to the absence of a spare of any description, a repair/inflator kit being your only option. And in case you were wondering, towing is "prohibited" (Renault's word, not mine).
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
Renault Zoe
Built at Renault's Flins plant, 40km west of Paris, on the same line as the Clio, the Zoe's offered in two grades; Life ($47,490, before on-road costs), and Intens ($49,490 BOC) as tested here.
That's big bucks for a little car. At just under $50,000 you're looking at internal-combustion competitors like the Audi A3, BMW 1 Series, and Merc A-Class. And while the Zoe's a long way from spartan, it's an equal distance away from luxurious.
That said, the standard features list includes, climate control (with remote 'pre conditioning' activation), 16-inch 'Black Shadow' alloy rims, cruise control, 3D Arkamys audio (with DAB radio, voice recognition, two 'boomer' speakers, two rear bi-cone speakers, and two tweeters), 'Renault Smartkey' keyless entry and start, auto headlights, and rain-sensing wipers.
Plus, you also get rear parking sensors, a reversing camera, the 7.0-inch 'R-Link' multimedia system (with 'Text to Speech' function), one-touch driver's window (the base Life grade misses this), a leather-trimmed steering wheel and gear knob plus black and grey cloth trim (with snazzy contrast stitching).
The DRLs may be LED but the headlights are halogen (a sure sign of this car's age), Apple CarPlay and Android Auto are MIA, and metallic paint, as per 'our' car's 'Zircon Blue' finish is $550 extra. 'Glacier White' is the only no-cost option from six available shades.
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
Renault Zoe
The Zoe is powered by Renault's R90 synchronous electric motor, producing 68kW from 3000-5000rpm and 225Nm from step-off. Drive goes to the front wheels through a single reduction gear auto transmission.
Claimed acceleration for the city-specific 0-50km/h run is a handy 4.0sec, with the more grown-up 0-100km/h sprint taking a leisurely 13.2sec. Flat biscuit is 135km/h.
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
Renault Zoe
None. Next question...
You can have the argument about fuel consumed and source emissions produced in generating the energy required to charge the Zoe's battery, but the fact is this car doesn't consume any fossil fuel and produces zero tailpipe emissions. Helped by the fact it doesn't have a tailpipe.
When launched in 2016, the Zoe's upgraded 41kWh 'Z.E. 40' high-energy lithium-ion battery ranked as the highest energy density automotive unit available.
Developed in collaboration with LG Chem in South Korea, it houses 12 modules (of 16 cells each) for a total of 912 individual cells and weighs in at 305kg.
Renault lists a driving range of 403km for the New European Driving Cycle (NEDC), with a real-world number of 300km a more realistic estimate. And that's almost exactly the range we achieved over a mix of city, suburban and freeway running in seven days with the car. Using overnight electricity rates, a full charge should average less than $8.00.
The Zoe's on-board 'Chameleon' charger allows it to be charged using different power levels (single or three-phase) through the same socket, from 3kW up to 22kW. A Type 2 charging cable (6.5m) for wall box and public charging points (in a natty canvas Z.E. bag) is included with the car.
According to Renault, a wall-box charger (not included with the car) is typically $1600 to $2000 for a residential installation and a mid-range 11kW unit will allow you to charge up in around four hours. High-powered 'Fast' and even juicier 'Rapid' charging points would reduce that time appreciably.
The dash indicator displays charge level and remaining range calculated over the last 200km of driving. A reset function can drop that to an average of the last 30km.
We'll touch on it further in the Driving section but regenerative braking, low-rolling resistance tyres, and 'Eco' mode (reducing air-con load and motor output) are big contributors to maximum range.
And while cabin cooling comes courtesy of a conventional a/c unit, heating is far more exotic. The Zoe's 'Heat Pump' system traps calories in the ambient air outside the car, with a pump compressing and heating them, then directing the heated air into the car, with no impact on range. Super clever.
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
Renault Zoe
Some believe cars have a soul, but the Renault Zoe expresses its feelings with a distinctive accent, the car's 'Z.E. Voice' function giving an audible warning to pedestrians up to 30km/h (when wind and tyre noise take over).
The whirring hum sounds like The Beach Boys warming up the theremin for a rendition of 'Good Vibrations'. Spooky and fun in equal measure.
Like all electric cars the Renault Zoe accelerates quickly from rest, thanks to the motor's ability to deliver maximum torque (225kW) from step off.
At 1480kg (battery 305kg) the Zoe is 177kg lighter than an equivalent Clio, so it's snappy in its natural city habitat, but thrust begins to taper off markedly around the 55-60km/h mark.
The single-speed, reduction gear automatic transmission combines with the motor's sewing-machine smoothness to provide close to perfect drive delivery.
Sitting on the same 'B platform' as the Clio (and 20 other Renault–Nissan–Mitsubishi Alliance models) the Zoe features a strut front, beam rear suspension set-up.
Ride comfort is surprisingly good for such a small hatch, and the battery's location under the floor sets up a centre of gravity 35mm lower than the Clio's, so despite a 59 per cent front/41 per cent rear weight distribution, the car feels well planted in corners.
The standard 16-inch alloy wheels are shod with Michelin Energy E-V low-rolling-resistance tyres (195/55), which won't win you pole on a qualifying lap, but are commendably quiet.
There are three driving modes, with the dash graphics aligning to each – Eco (green), Neutral (blue), and Dynamic (violet).
But ECO mode should be reserved for hardcore environmental warriors only. Press the console-mounted button and power from the motor is reduced and air-con output is limited.
It may increase range by a claimed 10 per cent, but what price your sanity? This setting sucks out the car's will to live, and thankfully a second press of the button or pinning the throttle pedal to the floor sees full-strength service resumed. Phew.
The regenerative deceleration and braking system distributes braking force between the clamping of the brake pads and the engine on over-run to maximise battery charge.
While the BMW i3's regen system will have you head-butting the steering wheel (not really) when you get off the throttle, the Zoe's system is more subtle, and watching the dash graphic – a blue AA-style battery surrounded by rising rings of energy – is reminiscent of 'the machine man' animating in Fritz Lang's Metropolis.
Speaking of brakes, the fronts are relatively delicate 258mm vented discs and the 9.0-inch rear drums look like miniature versions of the elaborately fluted units found on 1920s Grand Prix racers. They're beautiful and work well.
Some niggles. The wipers skip and stutter in light rain, the lightweight doors feel clangy when you close them, and the R-Link multimedia system is annoyingly flaky when recognising content (or not) via Bluetooth or USB from a mobile device.
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
Renault Zoe
The Zoe hasn't been assessed by ANCAP but was awarded a maximum five-star ranking by EuroNCAP in 2013, with annual reviews allowing it to maintain that score through to April this year.
Active crash prevention tech includes ABS, EBD, EBA, ESC, traction control, tyre-pressure-loss sensors, rear parking sensors and a reversing camera.
But forget about more recent systems like AEB, lane-keeping assistance, blind-spot monitoring, cross-traffic alerts or adaptive cruise.
Interestingly, the Zoe continuously monitors the state of each cell in the battery pack and will switch off current immediately if it senses an overheating-style abnormality.
If an impact is unavoidable the airbag count runs to six - driver and passenger front, front side (head and thorax), and full-length side curtain.
There are three top tethers and two ISOFIX positions for child seats/baby capsules across the back row, and all seats feature Renault's 'Fix4Sure' anti-submarining design.
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
Renault Zoe
According to Renault, the R90 motor is "maintenance-free", waterproof and requires no lubrication, with servicing costs "20 per cent lower than an equivalent ICE (internal combustion engine) vehicle."
Despite that, servicing is recommended every 12 months/30,000km for an estimated cost of $231 each time.
Warranty is three years/unlimited km with 24-hour roadside assist included for the first year, and three after that if you have your car serviced at an authorised Renault dealer.
The battery is covered by a separate five year/100,000km warranty.
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.