The 2025 Convertible provides topless driving enthusiasts with the closest they’ll get to a 21st-century British alternative to the MX-5.Jeremy Sinek/The Globe and Mail
For almost a third of a century now, those seeking a cheap-and-cheerful small roadster à la yesteryear’s MGs and Triumphs have had little legitimate choice but the Mazda MX-5.
The little Mazda performs the role to perfection, lacking only the unpredictable, um, character of its British role models (cue the quips about auto-electrics supplier Joseph Lucas, the “Prince of Darkness,” or the societal benefit of British-car husbandry – it keeps their owners off the streets).
So, it may surprise you to learn that in recent years one of the better brands in J.D. Power’s annual study of vehicle dependability has been Mini. In the latest study, the Mini brand tied with Chevrolet for fourth over all, and third among mass-market brands.
Of course, that was the previous generation, and what we have here is a variation of the new-for-2025 fourth-generation Mini. The format hasn’t changed, however, and the 2025 Convertible still provides topless driving enthusiasts with the closest they’ll get to a 21st-century British alternative to the MX-5.
Convertible project manager Stephan Attar demonstrates the sunroof function.Jeremy Sinek/The Globe and Mail
Still, the cheapster-roadster-funster theme only goes so far. The 2025 Mini Convertible starts at $42,900 (plus freight, fees and taxes), which is actually more than the most expensive soft-top version of the Mazda. The Mini is also a front-wheel-drive four-seater, while the Mazda is a rear-drive two-seater. And – brace yourself – the Mini now comes only with automatic transmission.
On the surface, the new Convertible presents almost more as a miniaturized land-yacht ‘vert than a reincarnated MG Midget. Its top is power-operated (even while driving, at up to 30 kilometres an hour), while standard kit includes a heated steering wheel, wireless phone charger, dual-zone automatic climate control, remote start, auto-dimming-and-folding mirrors and a long list of driver-assist features that even includes parking assistant (if you need the latter, you probably wouldn’t want a stick-shift anyway).
There are also numerous twee interior features that seem targeted more at gad-about-town social-media influencers than track-day regulars (though theoretically I suppose both stereotypes could exist in the same person). Tellingly, the mini.ca web site says virtually nothing about powertrain specs or performance; even when you click the “Performance” tab, all you see is a mention of Go Kart as one of the available drive modes (along with Core and Green).
The trunk has a capacity of up to 215 litres with the top up …Bernhard Filser/Courtesy of manufacturer
… but this is reduced to 160 with the top down.Bernhard Filser/Courtesy of manufacturer
Just so you know, the three Mini Convertible trims are all now powered by a two-litre four-cylinder engine in three different outputs – 161 horsepower on the base Cooper C, 201 on the Cooper S and 228 on the John Cooper Works (the base engine previously was a 1.5-litre three-cylinder). At least the automatic transmission is a performance-enhancing seven-speed dual-clutch (automated manual) rather than a traditional torque-converter “slushbox.” Only the JCW includes paddle shifters, though there is some talk of restoring a manual-transmission option.
Meanwhile, those who worship at the altars of lateral g and double-de-clutched gearshifts should not despair. If you’re a hardcore gearhead you likely wouldn’t choose the Convertible anyway – the tin-top is faster because it’s lighter, and its stiffer structure ensures steelier suspension control – but the Convertible Mini is still a bundle of fun. It just tempers the playfulness with a more mature, refined, livable demeanour when the mood or the moment doesn’t inspire expressive driving.
Our first-drive experience wasn’t lengthy, but it was enough to reveal the essence of the car, as we chatted with our back-seat passenger/chaperone, Mini Convertible project manager Stephan Attar. At 178 centimetres tall, Attar claimed he was comfortable back there (well, he would, wouldn’t he?) but that must have been while my (shorter) co-driver was at the wheel; later, with the driver’s seat set the way I like it, I could still insert my 172-centimetre frame “behind myself,” but only barely.
Attar also explained how rear-seat comfort and space has been enhanced by removing the previous pockets at the side, and repositioning the seat belts at a more comfortable angle.
Well that’s nice, but what about the driver? Attar lists the suspension and transmission as his “most-proud-of” achievements on the 2025. “We even increased the go-kart feeling, and that makes me feel really happy.” Despite having three adults on board, a spirited circumnavigation of a tight roundabout vindicated his pride, the Mini staying flat and neutral while guided by steering that is light and lively but not quite to the point of go-kart darty.
The minimalist interior makes novel use of interesting fabrics, minimum of physical switchgear, a head-up display for the 'gauge cluster' and of course that giant, multi-configurable central dial that is actually the main infotainment and connectivity interface.Bernhard Filser/Courtesy of manufacturer
Even less go-karty – but in a good way – is the ‘vert’s civility on rude pavement. The structure felt solid and the suspension remained unflustered by some of the drive route’s rougher surfaces. Combine that with a quietly sealed top when up, and a minimum of bothersome buffeting with the top down (at least at speeds below 90 kilometres an hour) and this toy-like car could handle more than just sunny-summer-Sundays frivolity.
We won’t dwell on our subjective impressions of the Cooper S Convertible’s straight-line speed, given the atypical passenger load during our drive. The factory claims zero to 100 kilometres an hour acceleration times of 8.2, 6.9 and 6.4 seconds for the Cooper, Cooper S and JCW respectively. Subjective take-aways do include minimal turbo lag and a responsive yet slick transmission. The engine revs smoothly, and if the under-hood sound-track isn’t especially musical, that’s all the more reason to drop the top, which lets the sound of mechanical machinations escape into the atmosphere while admitting more of the plummy burble from the tailpipe.
And Mini does want you to open that roof as often as possible – the “Openometer” gauge makes a return for 2025 in the bright, circular infotainment screen, where it displays time spent with the top down. Speaking of time, said top powers down in 18 seconds, powers back up in 15, and as before, has a sunroof function that can roll back the top portion of the top up to 40 centimetres. Hidden rollover bars behind the rear-seat headrests are designed to deploy as needed.
The Mini Convertible isn’t cheap, but there’s nothing else quite like it. The 2025 models are available for order now, with deliveries beginning in the new year.
Tech specs
2025 Mini Convertible
- Price: From $42,990 (plus $2,586 freight/PDI plus fees and taxes)
- Engines: Two-litre turbocharged four-cylinder.
- Horsepower / torque (lb.-ft.): Cooper – 161 / 184; Cooper S – 201 / 221; JCW – 228 / 280
- Transmission / drive: Seven-speed DCT automatic / FWD
- Fuel consumption (litres per 100 kilometres): To be announced
- Alternatives: Mazda MX-5
Bernhard Filser/Courtesy of manufacturer
The writer was a guest of the automaker. Content was not subject to approval.
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