2025 Mini Cooper S Review: Fast, Fashion

Just about everything in the whole Mini family, really. The classic hatchback sees a big upgrade: it’s still on the same platform as before, but Mini has tweaked the proportions: it’s fractionally stubbier, yet taller and wider. The team has carved out slightly more cabin and cargo space as well, all while taking the classic Mini design in a more modern direction.

The hatchback recipe is simplified for ’25. Gone are two flavors: the loveable little three-cylinder entry-level engine, as well as the six-speed manual transmission. Both the Cooper and Cooper S use the same 2.0-liter engine now; the former spits out a healthy 161 horsepower and 184 pound-feet of torque. Graduate to this here Mini Cooper S, and we’re talking 201 hp and 228 lb-ft. A seven-speed dual-clutch ‘box sends power to the front wheels, as is proper.

There’s no mistaking this for anything other than a Mini. No squared-off headlights here: the original new-Mini sticks to the circles, with three selectable lighting signatures to boot. It’s the same story out back in terms of customization, though here you’ll find arguably the most divisive change: triangle-shaped taillights. The madness!

The rest of the shape is familiar, but tightened up, like the Mini’s been dabbling at the gym. The flanks are toned, less bulbous, and completely bereft of any extraneous detailing. An octagonal grille gives the car a slightly surprised look. Fun colors are part and parcel of the Mini experience; this tester’s Sea Foam Green may not be to everyone’s tastes, but paired with the bronze highlights found here, I think it’s fantastic. Cooper S buyers have a few choices of 18-inch wheel designs: these Slide Spoke ones are stylish, while the two-tone Night Flash option is… “dashing.”

Two-hundred-and-one ponies is a lot for something not even 13 feet long. The Mini’s B48 engine is a torquey wonder, easily picking up the 3,000-plus-pound car and flinging it towards the horizon. Flatten the go pedal and the Mini moves, with the DCT keeping the flow of power almost uninterrupted. As a day-to-day commuter, the ease with which it operates is excellent. It even sounds pretty good, though yes, those crackles you might here in Go Kart mode are piped in. Speaking of, Go Kart tightens up throttle response and adds more steering weight for extra eagerness.

The catch is the lack of interaction beyond that power surge, however. The lack of a manual transmission isn’t even that troublesome—truth be told, it was an only-okay example three-pedal life—but now even the Cooper S comes without paddle shifters. Thus the only control over the gearbox one has is the little shifter toggle’s L mode, which only holds gears for longer.

Fuel economy is pretty darned good, since the big 2.0-liter doesn’t have to work very hard. Official figures are 28 mpg city and 39 mpg highway, for a combined 32 mpg; Canadian equivalents are 8.5, 6.1, and 7.4 L/100 km. Even during a week of intense driving as part of our Affordable Sports Car comparison, the Cooper S beat its official combined figure.

I’m happy to report that the Cooper S still feels like a Mini. Sure, with a carryover platform and specs close to the one before, that was likely to be the case anyway. Yet it still brings a smile to the face when the Mini eagerly responds to even a hint of steering wheel rotation. This pointy front end builds driver confidence early, and it’s matched with a light but nonetheless accurate feel through the rim.

You sensed another “but” coming, didn’t you? While there’s a quick initial hit of responsiveness, the Mini runs out of cards to play fairly quickly too. It turns and grips as much as you’d expect on all-season tires, but there’s little in the way of mid-corner attitude adjustments, nor much feedback through the helm. Arguably, this is fine for two reasons. Firstly, a JCW is in the pipeline, so there’s more performance to come. Secondly, there is something to be said for being able to approach a car’s limits safely and consistently without going I’m-gonna-need-bail-money quick. The Cooper S wants you to get in and start having fun right away, not spend hours unraveling its intricacies.

Even with the familiar bones here, Mini engineers have done a good job increasing the comfort and calmness of the Mini’s primary ride without sacrificing its spirit. There’s more sound deadening, improving the highway slog. A short wheelbase is always going to make more of a meal of speedbumps and potholes, but the Cooper S rounds off the harshest aspects, even rolling on the big 18s.

The front seats are superb: comfortable on longer stints, with a ride range of adjustment, yet bolstered to a level that matches the Cooper S’ dynamic capabilities. They’re mounted good and low too, increasing the sense of connection between car and driver. Cream faux-leather might not be the ideal choice for snow-heavy areas, but they should wipe down easily enough, and fool most folks into thinking they’re sitting on real former cow.

Yes, the rear is still tight. It works for short distances mind you, and Mini will still sell a four-door (five-door in Canada and the rest of the world) should you need it.

Mini has smartly improved the area of the car where owners are going to be spending most of their time: inside. Simply put, this is one of the best cabins under $50,000, and a massive upgrade over what came before. It’s all down to texture work: the knit on the dashboard and doors begs to be touched, and the fadeaway houndstooth is visually satisfying. Same goes for the contrasting straps on the dashboard, center console, and even steering wheel—to say nothing of the future customization options they provide. Mini has stayed committed to rounded shapes, giving the cabin a cohesive look that justifies its premium placement in the market. Same goes for expansive glass roof—surely this is the only two-door vehicle with a separate panel for backseat passengers, right?

I’ll admit to being skeptical of Mini retaining the glass-panel head-up display. It works though: with no real dashboard protrusions, the Mini’s sightlines are notably better now, and it’s easy to read in nearly all lighting situations. The rejig of the center console similarly unlocks additional space, be it for the cupholders or the clever wireless charger, which straps in devices to ensure consistent contact.

The 9.4-inch OLED screen sure is pretty. Running a new operating system, it’s quick and quirky in equal measures, usually to the driver’s benefit. The different Experiences is something only Mini could pull off: cheeky themes that adjust the entire display with a signature sound to kick off, though only Go Kart meaningfully changes how the Cooper S drives. Since it’s round, some menus do end up feeling crowded, and wireless Apple CarPlay just sits as a big rectangle in the center of the screen. Spend a bit of time with it and the system becomes second nature, however.

The ’25 updates have brought much better driver assistance to the table. A well-judged adaptive cruise control, lane-keep assist, blind-spot monitoring, available surround view camera—the Mini feels properly modern here now too.

All of this premium-level quality costs. In America, the 2025 Mini Cooper starts a hair under $30,000, but this tester would ring in at approximately $38,295 including destination (there are slight trim differences between countries).

In Canada, there’s just the Cooper S for now, leading to a starting price of $42,576 CAD. As-tested, this model rings up at $49,176 CAD; we’re talking approaching GR Corolla levels. Or if you want a premium experience, a loaded Integra A-Spec. It’s not as fun, but it’s a whole lot of car for that level of money.