Hyundai Elantra vs Mini Cooper

What's the difference?

The Elantra might be overlooked compared to its famous i30 stablemate, but it shouldn’t be. It’s every bit as entertaining to drive and just as well equipped.

It’s a shame active safety is on the option list for lower trim levels, and there’s no radar features on higher ones, and the unnecessary styling changes might polarise buyers. But the Elantra is otherwise a well-equipped and rewarding-to-drive package across the range.

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.

Despite being a facelift of the rather good looking 2016 Elantra, the 2019 car has taken a hard turn into the domain of triangles and right-angles.

The new styling has proved controversial in the CarsGuide office. The Go and Active seem to have largely abandoned many of the styling points which Hyundai has invested in over the past few years, with their vertically lined grilles and abundance of triangle light fittings.

All the extra space on the big, flat rear is taken up by the big-font ‘Elantra’ text and Hyundai logo, which is '90s-style in design.

The Sport and identical-from-the-outside Sport Premium are angry looking cars, with frowning LED light fittings, giant alloys and an abundance of angular black highlights.

The side skirts, rear diffuser and spindle grille give the Sport variants an impressive amount of presence on the road. There’s no spoiler to be found, though.

Inside, the Go and Active are a fairly basic offering, with the Active scoring a leather wheel and some extra niceties. The dash is a sea of grey, however, and the nice touchscreen is humbled by its old-school in-dash positioning.

The Sport grades add some more sophisticated touches, with sporty leather-trimmed seats, a flat-bottomed steering wheel and a more subtle climate-control console rather than the clunky air-conditioning one used in lesser variants.

All cars have a sensible trip computer and simple gauges in the instrument cluster.

Missing from any variant is a digital dashboard as seen in the Honda Civic. There’s also the argument that the Elantra’s cousin, the Kia Cerato, has a more forward-thinking cabin design.

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 Elantra offers decent room. The Cabin feels a smidge more spacious than its i30 hatch sibling, and there’s plenty of leg and headroom on offer in every variant - except for the sport premium, which has a cropped roofline due to the sunroof. While there’s a decent centre console box, the door lacks a bit of padded trim for your elbow.

Like the rest of Hyundai’s range, the Elantra has a slew of generous cubbys and cupholders throughout the cabin. Underneath the air-con console is a deep trench which houses a 12v output, USB port and, in the Sport Premium variant, the Qi wireless phone charging pad.

Rear passengers are granted great legroom and decently sized cupholders in the doors, as well as a drop-down arm rest with two more cupholders.

The Active and Go lack rear air vents, whereas the Sport and Sport Premium offer two for back-seat passengers.

The available boot space should serve as a reminder why sedans shouldn’t be overlooked for practicality reasons, with 458 litres VDA on offer. Still, it is bested in this segment by the luggage capacity of the Cerato (520L), Civic (517L), and Impreza (460L). A rubber cargo liner and fabric bumper protector are available as genuine accessories.

In an annoying niggle, the Sport variants ride quite low around their midsections due to the flared bodykit bits. I found these would quite easily scrape if you weren’t careful over speedbumps or shopping centre ramps. Go and Active variants were fine in terms of clearance.

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.

There are two engines in the Elantra range. A dated 2.0-litre non-turbo engine which has hung around for a long time in Hyundai’s stable, and a much newer 1.6-litre turbo engine in higher variants.

Unlike the i30, there’s no option for a 1.6-litre turbo-diesel. Any EV and plug-in hybrid versions are still beyond the horizon (perhaps pending the success of the Ioniq).

The Go and Active variants share the 2.0-litre engine which produces 112kW/192Nm. The Go is available as either a six-speed manual or a six-speed traditional torque converter automatic. The Active is six-speed auto only.

The Sport and Sport Premium are powered by the excellent 150kW/256Nm 1.6-litre turbo. Aside from the Kia Cerato GT, which shares the same engine, the next closest competitor at this price point is the outgoing Mazda3 SP25 (139kW/252Nm).

The Sport and Sport Premium can either be had with a six-speed manual gearbox or a seven-speed dual-clutch automatic, and can cycle between ‘normal’, ‘sport’ and ‘eco’ drive modes.

The Elantra range is a strictly front-wheel-drive affair, as there’s no option for all-wheel drive.

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.

All 2.0-litre Elantras have claimed/combined fuel usage figures of 7.4L/100km. Against this claim I scored a very reasonable 8.0L/100km in my road test of the Active.

The 1.6-litre variants have a marginally better claimed consumption figure of 7.0L/100km against which I scored 9.0L/100km in my test of the Sport. If you’re having fun, expect at least 9.0L or above. That’s a compliment.

All Elantra variants happily consume regular 91RON unleaded and have 50-litre tanks. Good stuff.

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.

All Elantra variants are great to drive. They share excellent suspension and steering characteristics, lending them a rewarding experience in the corners while not being too stiff or too soft over bumps.

The 2.0 litre variants offer, well, acceptable power, even if they're a little on the thrashy side, and their ride comfort is boosted by sensibly sized alloy wheels and soft rubber.

Sport variants are genuinely a blast to drive. The 1.6-litre turbo has small amounts of lag, but is otherwise strong through 1500-4500rpm. Torque steer is present but manageable, and even adds a little to the excitement.

Thick (and pricey) Michelin Pilot Sport 4 tyres (225/40R18s) help keep the Elantra Sport planted and surprisingly grippy through the corners.

Road noise is acceptable but not stellar across the range. The same goes for the 10.6-meter turning circle.

Truly gone are the days where you should question whether Korean cars can be fun; the Sport and Sport premium do a better job of channeling the characteristics of Japanese sports sedans of the '90s and '00s better than most current Japanese nameplates.

On the downside, the silly flared body kit on the Sport variants limit ground clearance on ramps or speedbumps and can be prone to bottoming out. This combines with the easily scratched giant wheels to make for some nervous driving.

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.

Hyundai covers its range with an on-par five-year, unlimited-kilometre warranty promise offered by most of the competition. It is outdone by its mechanical twin, the Kia Cerato,with its seven-year warranty.

Hyundai’s fixed service program is one of its strong suits, with service pricing on turbo Elantra models locked between reasonable $273 to $460 costs per visit, locked all the way out to 168 months/210,000 kilometres. And even beyond that there's the optional pre-paid ‘iCare’ packages. Costs are slightly less for 2.0-litre cars.

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).”