Kia K4 vs Mini Cooper

What's the difference?

The new Kia K4 GT-Line has a lot to offer - an interesting design, lots of features and a pleasant driving experience. It’s not without its quirks and there are times when a more powerful engine may have improved it for me as a long-term prospect as I do some big kays every year but it ticks the boxes as a friendly urban dweller.

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.

Have to admit I wasn’t convinced on the design of this new sedan at first as it can look a little out of sorts from certain angles. But the more time I spend with it, the more I appreciate its sharp lines and sporty rear shaping.

The small sedan market doesn't have a lot of options now because SUVs are so popular but it's nice to see a design that stands out and the fang-like LED light design at the front and rear, as well as the 18-inch alloy wheels make the K4 look very cool.

The rear doors look sleek because the handle has been hidden in the C-pillar and the K4 is particularly striking in our test model's 'Wave Blue' ($600 RRP) paint colour.

Head inside and you'll find a cabin that looks slick with a two-tone synthetic leather upholstery that feels supple underhand and a plethora of soft touchpoints under all the bits that touch.

The black headliner creates a posh space but the sunroof helps the cabin to feel airy when you need it to.

The dashboard isn't too wide, preferring a sharply linear shape and is headlined by a massive display panel that houses dual 12.3-inch screens and a 5.0-inch climate panel.

There is still a strong presence of plastics inside but you don’t tend to focus on them.

Unlike some other new cars hitting our market, the K4 hasn’t done away with its buttons and dials - and there’s enough to satisfy those who don’t like to rely on a screen for everything. The extra traditional element of the physical gear selector adds to its charm as well. 

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.

The K4 feels big for the class, especially compared to its nearest rivals and that translates to a cabin that feels adult-friendly in both rows. An impressive feat for a small sedan.

Access is the only time you will have moments of 'I should have opted for an SUV'. That's because you will get in your daily squats sliding in and out of the K4 due to its 140mm ground clearance.

The rear doors also feature a wide wing that juts out from the door handle and it catches your hip almost every time you go to close the door.

The wide front seats offer lots of comfort with thick padding and long under-thigh-support. The driver's side is powered with adjustable lumbar support but the passenger seat only offers manual adjustments, which is surprising for a top-grade model. However, both front seats enjoy heat and ventilation functions.

The back bench seat offers similar comfort to the front with seat padding and length but it's not terribly wide and two adults (or child car seats) will fit best.

Amenities and storage is decent for the class with each row enjoying four drink holders and two USB-C ports. Front rowers also get a wireless charging pad and 12-volt socket.

In the front there is a large glove box that fits more than just an owner's manual, a mid-size middle console and a centre console that features retractable cupholders to open up the space if you need to. A dedicated phone cradle with small spaces on each side rounds up individual storage for the front.

In the rear there are two map pockets, a small item cubby next to the USB-C ports and a pair of directional air vents, reading lights and a fold-down armrest.

The boot space is massive for the class at 508L (that's nearing mid-size SUV territory) but the aperture is narrow and I couldn't fit my big booster seat through the opening.

The boot is quite deep as well and you may find yourself climbing into it to retrieve items that roll into the back.

The rear bench seat has a 60/40 split which can help with storage and there is a temporary spare tyre underneath the floor.

While you don't get a powered tailgate in this model, the lid isn't heavy to operate and has a proximity opening function that keeps it practical when you have your hands full.

This just means when you approach and stay near the boot with the key fob on your person the boot lid will pop open for you.

The 12.3-inch touchscreen multimedia system looks great with crisp graphics and a responsive touchscreen. The menus are in an easy-to-understand layout which you'll get accustomed to in no time. The 5.0-inch climate display sits to the right of this system and it's nice to have it on display all the time.

The 12.3-inch digital instrument cluster isn't all that customisable but it's easy to read with large text and a small menu screen that shows nav directions, trip info or a compass.

The built-in satellite navigation system is easy to get going and to cancel a route guidance, it's a one button affair which is great for when you're on the go.

The system features wired and wireless Apple CarPlay and Android Auto. The CarPlay is simple to connect to and retained a steady connection this week with feedback from my callers that my voice was clear on calls.

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 flagship grade is front-wheel drive and has a 1.6-litre four-cylinder, turbo-petrol engine that produces up to 142kW of power and 265Nm of torque giving this a more powerful presence than its non-turbo siblings (which only produce up to 112kW/192Nm).

However, while the power is adequate for the GT-Line there are times when the engine sounds like it's working a bit too hard.

The eight-speed torque-converter automatic transmission can also become flustered as it moves through the lower gears, especially when you’re accelerating quickly.

On the whole, the power delivery and outputs are more than enough for a city environment and the odd road trip.

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.

With an official combined (urban/extra-urban) cycle fuel usage figure of 6.7L/100km and a fuel tank size of 47L, this model has a theoretical driving range of 701km. That does sit around 80 kays less than some of its rivals but it’s still sufficient for those wanting to do the odd road trip!

My on-test fuel usage has popped out at 9.2L/100km, which is based on figures achieved at the pump (32.05L) and my km travelled (348km).

I’ve done mostly urban trips this week with one longer open-road drive and overall I’m not too surprised by that figure because I’ve been pushing it hard but it could be better.

The K4 is a simple gal because Kia recommends a minimum 91 RON unleaded petrol to be used for all models.

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.

As mentioned earlier, the power is adequate to move this car around on the open-road but you have to be a little aggressive on hills to keep your speed consistent.

It’s not always quick off the mark, though, and you’ll notice that when you have to cross traffic or enter a roundabout - so allow for extra car lengths. Once you get going, it’s responsive in the city.

The steering is sports-stiff and so is the suspension. This makes the handling feel nimble in turns and sure-footed when doing quick lane changes but you hear and feel every bump in the road. 

On-road comfort is okay around the city but the road noise is very loud inside the cabin and is particularly noticeable at higher speeds. You’ll have to raise your voice to chat to passengers in the back when you're on the highway.

The K4 has a small turning circle of just 10.7m and you can easily do a U-turn in spaces that others might have to do a three-pointer. This made the K4 feel friendly in small car parks and on ramps.

The direct steering makes it easy-enough to park, as does the reversing camera and front/rear parking sensors but I’m pretty disappointed that at the top grade-level, you miss out on a 360-degree camera system (tsk, tsk, Kia).

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.

The K4 GT-Line is offered with Kia’s seven-year/unlimited-kilometre warranty. That’s a pretty good term for the class and there is a seven-year capped price servicing program for a flat $3877 (averaging $554 per service), which is slightly more expensive than others in the class.

Servicing intervals could get annoying if you do big kays every year as they're spaced at every 12 months or 10,000km, whichever occurs first.

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).”