Suzuki Baleno VS Mini Cooper
Suzuki Baleno
Likes
- Cheap to buy
- Light
- Big boot
Dislikes
- Expensive servicing
- Cheap interior
- Dull
Mini Cooper
Likes
- Great design inside and out
- Outstanding multimedia system
- Brilliant driving experience
Dislikes
- Expensive
- No spare tyre
- Drab rear-seat packaging
Summary
Suzuki Baleno
The fact of the Suzuki Baleno's existence is one of the more puzzling features on the automotive landscape. It's a car that pits itself against all manner of worthy competition - some of it exceedingly so - in the small hatch segment.
People still buy what the industry calls light cars (in ever-diminishing numbers) so perhaps Suzuki thought offering two would be a good idea, as its Swift occupies the same patch of sales ground in this city-sized segment.
In this part of the market, you've really, really got to want it. You need to be stylish, sophisticated and packed with tons of safety gear if you've any hope of so much as laying a fingernail on the Mazda2. Or, let's face it, be dirt cheap to counter Yaris and (the soon to depart) Accent.
It's all the more puzzling because Suzuki does interesting cars like the Jimny, Swift, Vitara and Ignis. And the oddball S-Cross (RIP).
The Baleno seems far too tame, timid and, well, blergh. But according to VFacts, Suzuki shifts at least a hundred of these per month, sometimes over 200.
| Safety rating | |
|---|---|
| Engine Type | 1.4L |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 5.1L/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
Suzuki Baleno6.5/10
The Baleno is a disappointingly dull car from a company that makes plenty of un-dull cars. I suppose it's prudent for Suzuki to at least try to look like a grown-up, but as this car proves, there's no fun in that.
It will no doubt be dependable and if kept in metropolitan areas, will serve its owners well. But it's lacking in key safety gear, the servicing is a bit on the stiff side and the interior feels cheaper than most of its competitors.
And on top of all that, it feels really old.
Is there anything tempting about the Baleno? Tell us what you think in the comments 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
Suzuki Baleno6/10
Suzuki says the Baleno's look reflects the brand's 'Liquid Flow' design language, but I'd much prefer it if they had stuck with the angular design of its other cars. Almost all of them are far better looking, or at least characterful.
The Baleno's recent facelift, which is mostly a new front bumper and a headlight tweak, was probably supposed to improve the looks but instead the car now appears to have had some fillers pumped into its cheeks.
It's not an attractive car from the front, with the grille overpowered by the lower fascia's sheer breadth. The rear and profile are fairly anonymous and to ensure its anonymity, there is little in the way of adornment. Looks basic, is basic.
Step in to the spacious-for-its-size cabin and you'll be greeted with the usual Suzuki staples of super-hard plastics, hardy carpets and tough cloth trim.
There is a little curvaceousness to the dash design but it just feels a bit half-hearted until the curves run into the centre console's alien-with-flappy-ears effect. There's nothing wrong with it but it does look dated.
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
Suzuki Baleno7/10
Here's some excellent news - there is plenty of space in the Baleno's tiddly sub-four metre frame. The awkwardly-proportioned body has delivered good space for front and rear passengers who would be happier on more comfortable seats, but for city driving, they do just fine.
If you're up to around 180cm tall, there's enough space for you and your legs in the back and headroom is adequate.
Storage is a limited to a couple of open trays but you can put your phone in the same place as the USB port. You get two cupholders at the front and if you don't mind losing the rearmost of your storage trays, the back seat passengers can share it as a solitary cupholder. Each door has a very handy bottle holder that will secure a 1.5-litre vessel.
The boot is a good size for the segment at 355 litres to begin with and 746 with the 60/40 split fold rear seat folded down.
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
Suzuki Baleno7/10
For $16,990 drive away, Suzuki opens the range with this GL. That scores you 15-inch steel wheels with less than fetching hubcaps, a six-speaker stereo, air-conditioning, reversing camera, remote central locking, cruise control, sat nav, auto halogen headlights, power mirrors and windows, and a space-saver spare.
A 7.0-inch touchscreen that you can find in almost every Suzuki handles the sat nav and entertainment duties. It's not a bad piece of hardware except it doesn't have a proper volume knob, but more than makes up for that with Apple CarPlay and Android Auto. Then ruins it again with tinny sound. You can't have it all, I suppose.
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
Suzuki Baleno6/10
You'll not need to hold on to your hat in the Baleno. The 1.4-litre naturally-aspirated four-cylinder musters up 68kW at 6000rpm and 130Nm 2000rpm earlier. It's not a lot, but at 915kg, the Baleno isn't doing too badly.
There's an old relic in the transmission department. Power reaches the front wheels via a four-speed automatic transmission. There aren't many of those left in circulation on new car forecourts.
You can't buy a Baleno with the plucky 1.0-litre turbo anymore, which is a bit of shame.
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
Suzuki Baleno7/10
Suzuki says you'll get 5.4L/100km on the combined cycle, which isn't too far off reality, our time delivering around 6.6L/100km. Which was remarkable in itself given how much throttle you have to use to move along.
Another bonus is that even though the fuel tank is just 37 litres, you won't spend half your life filling up.
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
Suzuki Baleno6/10
Most Suzukis are fun to drive even if they're on the slow side. The Jimny bounces around like a fat puppy full of sugar, the Swift is a good laugh and the Vitara is quite handy. The Baleno fails to be any of these things, but it's not all bad news.
The first thing you'll notice is the very light steering that makes a high-pitched noise when you turn it.
The second thing you'll notice is the whine coming from the transmission or somewhere very like it, no matter how much throttle you have on. It shifts smoothly enough, though, which isn't very often given the lack of gears.
It's not often I yearn for a CVT, but that might be the better transmission for this car. Yes, I just checked outside for airborne pigs, too.
The Baleno does feel like it teeters a little on its skinny, high profile tyres. It's not a car to drive with enthusiasm, but if you're happy enough with its almost-lively off-the-mark acceleration, which then fades away rapidly, you'll be perfectly happy.
It's not very quiet, though, with plenty of noise passing through the trademark thin sheetmetal and sparingly damped shell. It's light, but you can hear why - there's not much sound-deadening to weigh it down.
On the open road the Baleno further reinforces its credentials as a city car - it wanders around on the tyres, the steering loses all its feel and the wind noise means you have to turn up the volume to either drown it out or make yourself heard.
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
Suzuki Baleno6/10
Sadly, the Baleno is not among the frontrunners for safety features. It does arrive with six airbags, ABS, stability and traction controls and a reversing camera but misses out on every advanced safety feature we expect to see at least one or two of, such as AEB.
There are two ISOFIX points and three top-tether restraints for the baby and child seats.
The Baleno does not have an ANCAP safety rating.
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
Suzuki Baleno7/10
Suzuki has joined the mainstream market herd with a five year/unlimited kilometre warranty for private use (ie not Uber) but there isn't even a solitary year of roadside assist.
Happily, since we last drove the Baleno, service intervals on the 1.4-litre have improved to 12 months/15,000km (rather than the previous 10,000km) and the company also offers five years of capped pricing up to 90,000km.
Services come in between $239 and $499, unless you've somehow covered 90,000km inside the five year window, and then it blows out to $649. That last figure aside, you can expect to pay $1635 over five years (or $2045 if you go nuts on the mileage). It's not especially cheap.
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.