Mini John Cooper Works Electric driving report: Mini with C-Class dimensions – how fun is that?

To be honest, we're still pretty torn between the question of whether the hot hatch and the electric drive system are categorically mutually exclusive or perfectly complementary. I mean, on the one hand, the blink-of-an-eye power and the short range are much better suited to a small country roadster than to a business sedan. On the other hand, a sporty little car thrives on having an engine up front that roars, yells, teases, shakes, and vibrates, rather than simply letting the power flow smoothly.

Mini 's answer to the ongoing dichotomy is a Solomonic one: Anything goes, nothing is necessary! Unlike Alpine, for example, which (unfortunately) focuses its newly minted A290 on electric drivetrains, the John Cooper Works splits itself into two denominations: the traditional version with a 231 hp 2.0-liter turbo gasoline engine (see video) and the car here, the JCW Electric, which has a base price of €40,650 and costs just as much, but whose electric front-axle motor delivers (up to) 27 hp more than the four-cylinder gasoline engine.

Identical on both sides: the alignment. After the predecessor's wobbly lateral dynamics threatened to degenerate from a racing tool into a fan memorabilia, the new model's guiding and characteristic lines were tightened up considerably. The suspension and steering have been redesigned, providing more stability, bite, and, above all, feedback. The increased negative camber of the front wheels supports the steering response. In addition, the Works Cooper now gets a strut brace bolted to the front, which stiffens the body and thus improves responsiveness.

What sets them apart are the powertrains. Although the electric version boasts a 0-100 km/h time that's 0.2 seconds better, it would clearly come up short in a serious sporting situation. Its low-rolling resistance Hankook tires and the limited top speed of 200 km/h are relatively minor factors; the decisive factor is the underbody of the 3.86-meter two-door car. We're talking about the 54.2 kWh lithium-ion battery (net 49.2 kWh), which is said to enable a range of up to 372 kilometers according to the WLTP test, but, including peripherals, is responsible for a whopping 325 kilograms more weight than the combustion engine. As grotesque as it sounds, this car, which still claims to convey a go-kart feeling, weighs 1,655 kilograms – the same as a Mercedes C-Class.

The fact that the mass doesn't directly detract from the driving pleasure is due to its mounting position. It's distributed more evenly across the axles, and the center of gravity is 40 millimeters lower than in the powered JCW. And yes, you can feel it!

The little guy sits more firmly on the road, and the higher counterpressure allows the chassis to respond more confidently to the many bumps in the narrow streets of the English Cotswolds, absorbing them rather than being jolted by them. And so, there's no denying that it raises the corners of the mouth here and there. Because even if the heavy load weighs heavily on the car in long bends, the electric Mini has mastered the basics of hot hatching. Sure, sound and rhythm are sorely missed, and even the cosmic murmur (which can be switched off) doesn't change that. And of course, a small sports car is only ever treated with full affection here if it comes with a manual transmission, which is irrelevant in electric cars anyway, but also no longer possible in the combustion-engine JCW. What a shame!

After its hiatus in its predecessor, the joy of power shifting is making a comeback. Turn sharply, lift your right foot, and you'll feel your rear end twitch. Super sexy, though it should be noted that the rear spin in the E-Mini isn't purely a matter of driving physics, but rather is created by targeted braking impulses on the wheels; they literally push the car into the corner when turning.

The locking effect of the front axle is also generated in this way. And here, too, the dosage is just right. While the throttle is noticeably turned on and off depending on the steering angle, which could be interpreted as censorship, the steering finds a nice balance between traction and action, keeping the 225 tires on their toes while always allowing enough to wrestle with the thrust. In plain language: You can feel the tugging and pulling of the 350 Newton meters in the steering, so that at times the E-Works system pulls you back and forth, even in a positive sense.