BMW 118i vs Mini Cooper

What's the difference?

The 118i has restored my faith in entry-level models from premium brands. Could it do with more standard gear? Absolutely, especially at $50K, and given what you could get in a higher-grade variant from a mainstream manufacturer, like the Mazda3 or VW Golf.

But the 118i is a cut above the mainstream hatchbacks in terms of performance, driver engagement and how the car makes you feel. 

If value is the priority, look elsewhere. But if your budget stretches this far and you can live without some of the luxo features, there’s little to complain about with the 118i hatch.

The new petrol Cooper range very gently evolves the upmarket Cool Britannia cliché BMW invented with the R50 back in 2001 and fostered with every iteration since.

More of the same, only slightly updated and just improved enough to justify trading the old one in. If this appeals to you, then go for it. This is the best petrol version yet. Probably.

But the Cooper’s real spark literally and metaphorically lies within the EV version.

Two very different Minis indeed.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Since the first-generation model arrived on the scene in the early 2000s, the 1 Series has had a slightly awkward design, partly due to the rear-wheel drive underpinnings. But this latest third-gen model, that debuted in 2019, is by far the most sleek and stylish yet. 

This is helped by the slimline tail-lights, rising shoulder line and well-executed front-end design with the signature BMW quad headlights and wide 'kidney' grille. 

In Australia the 118i comes as standard with 'M suspension' that lowers the ride height by 10mm, which gives it even more of a hunkered down look. The 'Black Sapphire' paintwork of the test car also upped the sexiness of the little hatch.

The 1 Series, and its competitors from Benz and Audi, are all visually appealing in different ways, ensuring they will each appeal to different buyers. 

The interior design is unmistakably BMW, which hasn’t evolved significantly for about 15 years. Although new-generation models like the iX and the soon-to-launch X1 SUV prove that BMW can evolve.

BMW’s overall dash design and layout isn’t a million miles away from the edgy angular look of the new Audi A3 - and that’s no criticism.

The mixed synthetic leather and cloth trim on the seats has a cool blue cloth motif to break up the grey and add a small splash of colour to the cabin. Matching blue stitching on the dash and doors is a nice touch.

You’ve got to hand it to BMW.

The new nose and triangular tail-light treatment on the 2013-vintage midsection look as if they were designed to all go together back in the day.

You could even mistake it for the previous Cooper EV, though side-by-side that’s less likely, since the latter ditches the upright windscreen for a more raked item, clamshell bonnet opening, horizontal bumper shutlines for shorter and more-angled ones, plastic wheel arch surrounds and pull-out door handles for flush units.

The wheels are further apart, the overhangs shorter and the lower-side surfacing broken up by an artful sheetmetal crease.

The overall length at 3876mm, width at 1744mm and height at 1432mm have increased by 55mm, 17mm and 18mm respectively over the old model, but the 2495mm wheelbase stays the same.

And that’s not all.

Up front the 118i’s sports seats offer unbelievable levels of lateral support, and despite the bolsters being adjustable, it might be a little too snug for some. It’s expected for a pricey hot hatch but not the lower grade 1 Series. And given how much side support there is, it could do with a touch more under-thigh padding. The driver’s seat is power adjustable while the front passenger has to adjust their seat manually.

The typically chunky BMW M leather steering wheel looks and feels expensive and offers good grip. The minimal steering wheel controls are well labelled with text or clear icons. I appreciated the analogue air conditioning controls instead of them being buried in a multimedia screen menu.

The multimedia system menu is unfussy and while it’s not as tech heavy as some other systems, I don’t see that as a negative. It just means there are fewer functions you’re forced to remember. You can control the system via the 'iDrive' controller in the centre console or it can be used as a touchscreen. I like the way users are given both options. The 10.25-inch screen is nice and wide but quite narrow. Overall, BMW’s operating system is easy to use and functions well.

In terms of devices, the 118i has a wireless charging pad, as well as a USB-A and USB-C port, and a 12-volt charger up front.

It has a smallish central bin, but it’s fine for a number of smaller items. Tall bottles fit easily in the door storage bin and there’s a secondary slot for other items. The 118i comes with a decent sized glovebox, and two front cupholders with a nook for phones just behind it.

The 118i is more spacious than anticipated, especially in the second row. The back of the front seats are scalloped, allowing for a little extra knee room, but there is a good amount of legroom generally, and plenty of headroom, despite the lower roofline. 

The rear seats are on the flat side but still comfortable, and there are ISOFIX points on the two outboard seats.

Rear seat occupants have access to map pockets, two more USB-C ports, and storage for big bottles in the doors (just), but there are no rear air vents. The seats fold 60/40 and there’s no central armrest.

Open the hatch and you’ll find a reasonably sized boot that can swallow 380 litres, expanding to 1200L with the rear seats stowed. There is plenty of under-floor storage because there’s no spare tyre on account of the run-flats favoured by BMW. There are, however, a couple of tie-down anchors and shopping bag hooks.

The previous Mini 3DR featured a messy and quite overbearing dashboard design from 2013 that’s aged about as well as Robin Thicke’s videos from that year.

In contrast, the new model's is far simpler and less protruding, dramatically boosting the sense of space and light.

That said, all four occupants still sit low, with an upright windscreen ahead and beside high window sills. There’s an oversized, circular screen in the middle of a pared-back dash and a neat row of toggle switches below. It’s still pure Mini in theme.

As before, there’s enough space for even the tallest people up front, reflecting the British icon’s German packaging, with plenty of head and legroom, as well as ample width. It’s only when you jump from the EV to the petrol Cooper that you realise this feels noticeably narrower.

All Coopers regardless of fuel share the 240mm (9.4-inch) central OLED display. It might seem like visual overload at first glance, with so much going on, but after a brief period of familiarisation, the touchscreen becomes a cinch to decipher and navigate. The colour-coded driving modes, pleasingly slick screen swipe action and ultra-crisp graphics are especially noteworthy.

Revel, too, in the twist engine starter and toggle gear selector actions, that also save space and are super natural to operate. This is button-lite dashboard de-cluttering done right.

As with the previous model, the Mini’s driving position has you sitting upright, but it’s comfortable enough on the S’ sports seats we sampled this on, and everything is within reach. There’s sufficient storage. The ambient mood lighting is fun. And kudos for the deployment of animal-free materials. In fact, the Cooper’s fresh textures are quite remarkable.

We’re less fond of the glass roof with no sunlight block; there are blind spots due to the thick side pillars; and some of the lower-placed plastics do not seem $60K’s worth in a supermini this expensive.

Rear-seat access isn’t graceful, with a narrow aperture to squeeze past and a slow-moving electric seat to wait for, but that should surprise nobody given this car’s size. There’s enough space for two adults and not much else really. It’s pretty basic back there.

And even further back, Mini quotes just 210 litres VDA of luggage capacity, rising to 725L with the twin backrests dropped.

Don’t forget, though, that no spare wheel exists. Just an ever-fiddly tyre repair kit.

Meanwhile, at the other end of the Cooper…

For the duration of the original BMC/BLMC/Leyland/Austin/Rover era, the Mini was often the cheapest new car around. We’re talking bare bones motoring here, for the people.

Obviously, BMW bothers with no such democratic notion today.

The new Cooper comes in two models differentiated by engine size – the C with a 115kW 1.5-litre three-cylinder turbo and S with a 150kW 2.0-litre four-cylinder turbo. Both are carryover units, and automatic only, sadly. 

Which helps explain why the base C Core starts from a steep $41,990 (all prices are before on-road costs). Much the same car cost $10K less just five years ago.

The Core includes climate control air-conditioning, an OLED circular touchscreen, a head-up display, a reverse camera, parking sensors, wireless Apple CarPlay/Android Auto, DAB+ digital radio, a smartphone charger, ambient lighting, a heated steering wheel, 17-inch alloy wheels and a basic cruise control set-up.

You’ll need to step up to the $44,990 Cooper C Classic for adaptive cruise control, a surround-view monitor, interior camera, 'augmented reality' satellite navigation, front seat warmers, seven rather than four colour choices, 18-inch alloys, a glass roof and more.

'Sun Protection Glazing' for the latter, along with a Harmon/Kardon premium audio system, John Cooper Works (JCW) sports seats with electric adjustment and memory, fancier interior materials and a broader palette of options are part of the Cooper C Flavoured package from $47,990. 

Meanwhile, the more-powerful Cooper S auto bypasses Core and kicks off with the Classic from $49,990, Favoured from $52,990 and the JCW Sport from $54,990.

The latter includes a JCW body/interior styling, steering wheel and stripes, along with adaptive suspension, paddle shifters and uprated brakes.

Going for the 5DR Cooper equivalents adds $2000 to the price.

All up, then, with drive-away pricing, the Cooper before options is priced between $47,000 and $63,000.

Obvious rivals are the Audi A1, Fiat/Abarth 500, Citroen C3 and even Suzuki Swift Sport, though alternatives with a retro bent and driver focus might also be in BMW’s crosshairs, including the Toyota GR86, Subaru BRZ, Mazda MX-5, Ford Mustang and Nissan Z.

The 118i is powered by a three-cylinder turbocharged petrol engine, offering up 103kW of power and 220Nm of torque. It’s the same unit found in the Mini Cooper, albeit uprated by 3kW for the BMW.

It is front-wheel drive and the engine is paired with a seven-speed dual-clutch automatic transmission.

BMW says the 118i can cover the 0-100km/h sprint in 8.5 seconds.

If you’re after a quicker 1 Series, then the 180kW i28ti or 225kW Mi35i xDrive could be a better pick.

Compared to the previous model, the new one brings more performance to the table.

The Cooper C uses BMW’s 1.5-litre three-cylinder turbo petrol engine, and pumps out 115kW of power at 6500rpm and 230Nm of torque from 1500rpm to 4600rpm. Previously it was 100kW and 220kW.

With a power-to-weight ratio of 91.3kW per tonne, it’s enough for a zero to 100km/h time of 7.7 seconds (previously 8.1s), on the way to a 225km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT).

It’s still difficult to imagine Mini buyers not outraged by the manual’s disappearance. But don’t worry. There’s always the Suzuki Swift.

Stepping up to the Cooper S, you’ll find a 2.0-litre four-cylinder turbo-petrol unit delivering a useful 150kW at 6500rpm and 300Nm between 1450rpm and 4500rpm. It was 141kW/280Nm in the old version.

Boasting 117kW/tonne, this one needs just 6.6s to 100km/h and can achieve a 242km/h V-max.

Now known as the FAAR platform, it is an evolution of BMW’s UKL (Untere Klasse, German for ‘lower class’) modular architecture that debuted in the previous model.

Suspension is via MacPherson-style struts up front and a multi-link independent rear end.

According to BMW, the 118i consumes 5.9 litres of fuel per 100 kilometres. During my week of mixed driving with the hatch, I recorded a much higher average figure of 10.8L/100km. This was exacerbated by the fact I did my main test drive shortly before returning the car. It was much more efficient around town.

It has a 50-litre fuel tank and does require premium 95 RON petrol. In terms of CO2, the 118i emits 135g/km.

The new Coopers enjoy a drink more than before. By almost half a litre per 100km more, in fact.

Rated at Euro6 and running on 95 RON premium unleaded petrol, the Cooper C averages 6.0L/100km (F56: 5.6), while the more-powerful Cooper S ups that to 6.3L/100km (F56: 5.8).

In terms of carbon dioxide emissions averages, this translates to 137 and 145 grams per kilometre, respectively. With a 44L fuel tank, the potential range-average is up to around 730km.

To be honest I wasn’t particularly hopeful of an engaging driving experience with the 118i given I have been underwhelmed by the base Mercedes-Benz A-Class. But after a week with the 1 Series, I reckon it might well be the pick of the premium players in this segment.

The 118i is also a much more enjoyable car to drive than the entry-level version of the outgoing X1 SUV with which it shares a powertrain. If you don’t need the extra cargo space or the ride height of the X1, then please test drive the 118i just to see what you’d be missing if you opted for the X1.

BMW has always excelled when it comes to building punchy powertrains for driver’s cars, and that continues to be true, even for its smallest internal combustion unit.

The 103kW/220Nm turbocharged three-pot is smooth yet responsive, offering linear power and torque delivery and acceleration that will bring a smile to your face.

Obviously it’s not as quick as its sportier 1 Series siblings, but make no mistake, you can still have fun in a 118i.

There’s a little bit of lag when taking off and some hesitation from the seven-speed dual-clutch transmission during shifts, but neither are deal-breakers.

That obsession with driver engagement has paid off with the steering which is quick and direct.

The suspension is geared towards dynamism and as a result of that, and the sharp steering, you’ll be seeking out the nearest twisty section of road every time you get behind the wheel. It’s planted in corners with excellent road-holding characteristics.

Unfortunately that dynamic tune, and the low-profile tyres, means the ride is on the firmer side and a little jiggly around town, but it settles at speed. 

In terms of visibility, the 118i has huge B- and C-pillars, small rear side windows and a narrow rear windscreen, so you’ll be relying on the parking sensors and camera. The 11.4m turning circle feels large for a small car, too. 

The cabin is well insulated from some outside noise but coarse chip roads will make their presence felt.

So far, similarities in design, packaging, dashboard presentation and suspension layout suggest that the electric Cooper and petrol Cooper would be like fraternal twins from behind the wheel.

But in reality, the petrol-powered Mini feels much the same as the previous model, whilst the EV is more akin to what we secretly wish the fantasy Tesla Model 1 would be like. From the future.

Now, we never had a chance to drive the Cooper C, but the closely-related (though larger and heavier) Countryman C sibling – complete with the same powertrain – proved to be a willing and feisty performer once on the go, after what seemed like protracted turbo and DCT lag.

Why the hell can’t Mini just offer manuals again?

The Cooper S, meanwhile, completely lived up to brand expectations, with the familiar, revvy snarl of BMW’s sophisticated 2.0-litre four-pot turbo providing punchy of throttle response and effortless cruising capability, though there’s still some initial acceleration hesitation.

Thankfully, the Mini’s steering is always alert, offering precision and agility by the bucketful, backed up a chassis that seems permanently glued to the road – even in the wet and wintry conditions we had to endure.

Yet, other than a ride quality that seemed better than any previous-gen Mini we’ve ever encountered and so genuinely surprised us, the Cooper S seemed a little… stale compared to the glorious SE EV we had just (reluctantly) surrendered.

A bit like having a favourite dish as leftovers for two nights in a row, it felt a bit passé in 2024, even when surrounded by that dazzling OLED dash and glitzy ambient lighting.

In every important metric – performance, handling, roadholding, ride quality, packaging and (particularly) refinement – the battery-powered Cooper is the more vibrant and alive option. And truer to the vision of the original’s creator, Alec Issigonis, as a result.

There are no crash-test ratings for the 2024 Cooper at the time of publishing.

The previous F56 managed four out of five stars with ANCAP. 

On the driver-assist tech front are AEB, lane departure warning, lane keep assist, blind-spot monitoring, rear cross-traffic alert with braking, rear-collision prevention, driver-attention monitor, tyre-pressure monitor, auto high beams and an exit warning.

However, at the time of publishing, no AEB operating parameter data was available.

Other safety features include adaptive cruise control with automatic speed-limit assistance from Classic-grade and up, anti-lock brakes, electronic stability and traction controls and nine airbags (front/side/head and interaction centre-front airbags).

A pair of child seat tether latches and twin ISOFIX latches are fitted within the rear seats.

BMW continues to offer a three-year/unlimited kilometre warranty for its models, which is disappointingly a couple of years off most rivals these days.

The German giant also does things a little differently when it comes to servicing. Instead of service schedules, it has ‘condition-based servicing’, which is when the vehicle’s computer will inform you when the car needs a service. 

BMW’s Service Inclusive pre-paid plan runs for five years or 80,000km for the 1 Series, and costs $1700 up front when you buy the car. That averages out to about $340 per service, which isn’t bad for a premium marque.

Like all Minis, the Cooper comes with a five-year/unlimited kilometre warranty and five years of roadside assistance.

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 also promotes several prepaid service plans on its Australian website. According to BMW, “… both new and used Mini owners can upgrade to a MINI Service Inclusive plan for 5-years/80,000km (whichever comes first).”