Electric Supermini Shootout: Mini Electric vs. Two Rivals

The battery-powered superminis are suitable for everyday city use, and we'll soon be spoiled for choice. We compare Mini with Peugeot e-208 and Renault Zoe.

electric cars have come and gone over the years, waxing and waning in popularity as the green fad flickered and faded, but this time they're here to stay. Sure, the government's proposal to ban the sale of new combustion-engined cars by 2032 plays a role in their assured future, but it's the recent outbreak of battery-powered superminis that really points the way to their permanence.

Small cars are big business, but the margins are tight, so investing huge sums in their packaging with expensive electrical components is just as strong support for the electric vehicle as it is in the automotive industry. Nearly all the big players are in the process of launching a pure electric supermini or city car, and many have already arrived.

Perhaps the most anticipated is the Mini Electric, which has been on the cards since the Mini E began field testing over a decade ago. While competitors have taken a culinary approach to their EV toddlers, Mini has spruced up its offering with a 181bhp engine.

Peugeot e-208 with 134 hp range. The Mini can only go 144 miles, though claims about all three cars here should be taken with a grain of salt, as we'll see.

Both should put their best effort into the Renault Zoe's 238-mile WLTP, which is presented here with a newly updated and more powerful engine - now 132 hp. Unlike its competitors, which were designed to run on fossil fuels as well as electricity, Renault is purely an electric car. It is also the best-selling compact electric car in Europe.

Visual updates to the Zoe were minor, with its LED halo headlights being the most obvious change to the tall, narrow car. It's idiosyncratic, but not quite as pretty as the e-208, which is one of the French firm's most successful small car designs since the (whispered) 205. a wider rear track needed to accommodate its lithium-ion battery.


The new Mini electric hatchback won't break records for range or usability, but it has the brand's typical zippers and driver appeal. Not a bad price compared to other electric vehicles.

While its basic shape is the most familiar, it's the Mini that grabs the most attention thanks to the alloys that seem to have been developed during a Minecraft session and the lemon yellow accents to at least help draw attention.

Inside, the Mini has rivals in quality and ambience, the impeccable fit and finish of a standard car, enhanced by a neat "floating" dashboard positioned in front of the driver. However, there is very little space. The driver and passenger are comfortable, but those in the back are cramped due to the rear seat being raised to accommodate the battery cells underneath. Access through the gap between the front seats and the B-pillar is difficult, and the 211-liter trunk is nothing more than vestigial, especially when filled with a charging cable.

Renault's 338-litre boot is the biggest here, 27 liters more than the e-208, and rear passengers get more legroom than the Mini. What they don't gain is headroom, again due to the high rear seat crammed with the battery under the floor. This extends to the front seats, meaning you sit on the Zoe, not in it. On the other hand, the elevated look makes the Renault the most reliable choice in urban environments. Quality has improved over previous versions, but there is still a lot of hard and scratchy plastic along with new recycled fabrics and improved TFT screens.

The Peugeot is the most welcoming, with the most room for people front and rear (it's by far the most family-friendly), and the bold architecture of the dashboard looks great. The 208D dashboard is especially fun when you can see it over the small diameter steering wheel (some of our testers couldn't). You can still find low-quality plastics, but overall the interior of the e-XNUMX looks stylish and sophisticated.

This impression is heightened in motion, at which point Peugeot makes the most of the unobtrusive benefits of electric power to deliver a smooth and refined driving experience. Our test route took us through towns, highways and some winding secondary roads, and in all of them the e-208 is quieter than the competition. Its relatively soft suspension smooths out bumps, and it's quiet, even with hard hits, the springs and dampers make only a muffled thump.

None of the competitors can come close to the e-208 in this respect. The Mini lives up to Peugeot's quiet approach, but it lacks agility, and its extra hardness makes the car follow rather than absorb imperfections.

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The Zoe isn't as rigid as the Mini, but it does feel more brittle, and the broken surfaces cause shivers in the build. It's also noisier, the suspension rattling and crashing in protest at the surfaces the other two hold to themselves. It also produces more wind and road noise than the other two, making it the least suitable for long distance travel.

That's not the only noise Renault makes, which at low speeds gives off a strange Dan Dare-esque sci-fi buzz designed to keep pedestrians on their toes. Off the track, the Zoe's more powerful engine provides a useful extra rev of speed, and like all EVs, it revs instantly and, up to about 50 mph, the Renault feels snappy.

However, its regenerative braking is at its weakest here, as even in B mode there isn't as much deceleration as the e-208 and Mini, which can be effectively handled like single-pedal cars in everyday gaming. The British car's dashboard-mounted switch to access slowdown with increased braking force is more than two French cars that require little more than setting the shift lever to position B.

Despite having more power than before, the 1502-kilogram Zoe is outperformed by the Peugeot in terms of speed. However, the Peugeot doesn't seem to be as fast as the numbers suggest, its impressive refinement undermining some of the sensations of speed. Switching to Sport mode takes some of the drag off the gas pedal for quicker response, while boosting top speed to 93 mph and turning the e-208 into a starter demon away from the lights.

However, none of them can match the much more powerful Mini in terms of flair. The Cooper S responds to the gas pedal with a springy energy that makes you think the car is lighter than it really is. Again, line feed plays a role here, as does that beefy 199 lb-ft and the lowest weight on the test. Engagement Sport adds more throttle sharpness, while in all modes the Mini offers more traction at higher speeds, continuing to accelerate with reasonable vigor above 60 mph - although the internal combustion model will show a couple of dirty exhaust pipes from now on. . .

The Mini continues to play the part of the entertainer as the roads get twisty and the electric version shows puppy-dog agility. Curiously, the steering feels lighter than an ICE car, but there's a feel, and it's as fast as ever. The Mini dives to the apexes with the eagerness of a trail sniffer and has great traction and tight body control, while a hard throttle mid-turn puts a lot of tension on the line, adding to the feeling of agility.

Zoe feels dizzyingly high behind the Mini, almost like an SUV from behind the wheel. And while flat seats are good for cruising, they provide little support as cornering forces increase. The Zoe grips more than you'd think, but the lifeless steering means it's not exactly fun, although the low center of gravity and decent body control keep you going through corners with poise and speed.

You feel better in the lower-slung Peugeot, which takes corners with familiar French fluidity when first introduced. If anything, the steering, which is heavier than the Mini's, is a bit too sharp but precise, and the front end has a decent grip. Push harder and composure crumbles as the softer dampers can't control the big body movements and the e-208's nose gets wider and faster. Raising the throttle puts everything back on track, but none of the French cars are as adjustable and docile as the fun-loving Mini. Where Peugeot and Renault really outperform the Cooper S is in their ability to cover long distances between charges.

Perhaps range is even more important for smaller cars, which are more likely to be driven around town where access roads are scarce, meaning you'll have to compete with others for roadside chargers. In fact, you can reduce your WLTP by about 40 miles for all of these machines. That brings the Mini's real figure down to just north of 100 miles, which is bad compared to the easy 170 miles or more achievable in the other two.

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The Mini line also lacks sustainability compared to other models. Its miles decrease when you turn on the A/C, turn on the headlights, or use that extra performance. The French couple were less affected, helping to instill confidence that you can travel as far as the testimony insists. However, none of our trio likes high cruising speeds where the miles go off range faster than they roll under the wheels.

So where does this leave us? Well, things are complicated by the fact that these are three very different approaches to the small electric car, each trying to appeal to slightly different buyers. Plus, there's the thorny issue of price: even in its simplest form, these are expensive superminis, and that's considering potential fuel savings.

The Renault range is really impressive, plus it offers decent practicality. However, it cannot match the other two in terms of quality, sophistication, or driver appeal. And it feels less expensive than its pair of competitors, which would be nice if it didn't cost more to buy than theirs. Less expensive versions of the Zoe make more sense than this GT Line.

The Cooper S feels like nothing short of a premium product and for driving pleasure it's head and shoulders above the rest, plus the £24 entry-level model is just about the most affordable. However, it's limited by that range and an interior that's too fine for it to double as family-transport supermini drivers typically demand - in terms of space, it's more like a Volkswagen e-Up competitor.

Peugeot? Well, it's the most compelling package, striking a neat balance between Renault's practicality and range and Mini's quality and sophistication. No, it's not the most exciting driving experience, but it features the most even distribution of talent and requires far fewer compromises - and for motorists getting used to the inevitable future of electric vehicles, that's a good thing.

Used alternatives under $35

2019 Hyundai Kona Electric: The budget of our test vehicles can also allow you to buy a largely unused Hyundai Kona Electric. A whopping 64kWh battery gives the Kona up to 279 miles between plug-ins, which is far more than any other here. It's also good to drive, with powerful performance and a perfect riding position, as well as being decently equipped.

2014 Tesla Model S: it won't have much time and it'll get about 60 miles on the clock, but many will see it as a small price to pay to put a fancy Tesla in their driveway. This is just a 000kWh version, but it claims a range of 60 miles. Erm, reliability can be an issue though...

3 BMW i120 2019AH: For around £26, a used BMW i000 is a good argument against a brand new Mini Electric. The 3 examples got a larger 2019kWh battery pack which means it has the same electric range, plus it has rear doors so it's a bit more practical and can be quickly charged as often as you like.

The Mini can run on both AC and 50kW DC fast charging as standard. Use a three-prong household outlet and you get a 12-hour charge time, which means a wall box is a must. BP Chargemaster is the Mini's preferred supplier and for £549 will install a device that will cut refills down to three hours. Use one of the DC blocks and you should be able to reach 80% charge in just over half an hour.

Larger batteries in Peugeot and Renault mean longer charging times - the Zoe takes nearly 40 hours from a three-prong plug. You'll need to pay an extra £1000 for the 50kW DC fast-charging option on the Renault, but on the other hand, the car comes with a 7kW wall box installed included in the price. The e-208 is also now available with free wall box installation, plus for £300 you can add a CCS DC charger which has a class-leading 100kW charging capacity meaning 80% capacity is replenished in half an hour.

Naturally, all three are equipped with sat-nav that can direct you to a public charging point - though they can't tell you if it will work when you get there...

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