Mini Cooper vs Toyota Corolla

What's the difference?

It’s reassuring to realise that the British-built Mini’s German masters have not stood still over the past eight years.

This second facelift of the third-generation Cooper three-door hatch has freshened up the appearance on the outside, improved the look inside and provided a refined yet dynamic driving experience that fits in with the British brand’s reputation.

But the real shock is how reasonably priced the Classic Plus package is, especially when you consider that the Mini provides a truly unique proposition that’s backed by reassuringly high-quality BMW engineering.

A Cooper offering decent value-for-money? In 20 years, that’s certainly a first worth celebrating.   

After several years in market, the Toyota Corolla Ascent Sport Hybrid stands up well. Late 2022 upgrades have helped keep the hybrid powertrain on the pace and the multimedia system competitive. The sedan layout is better than the hatch for carrying people and cargo, it’s a refined and comfortable drive, and the ownership package sets the pace in this category. That said, safety is good but could be better, the CVT’s a bit drony, there are some small things we’d like to see on the standard equipment list (adjustable rear ventilation, extra USBs) and there’s room for improvement in terms of in-cabin storage. But overall, it’s hard to go past this small sedan proposition.

Yes, even after all these years. After all, BMW’s Mini has been more successful commercially than BMC’s original ever managed, primarily due to a massive uptake in the United States and China.

You can see why. The pert bug-eyed looks, frameless doors, chunky cabin, circular interior themes and, of course, the reputation put it in a unique place amongst today’s far more homogenised small car alternatives.

Interestingly, the most recent update in early 2021 has resulted in a sleek and more-focused look that moves away from the over-the-top caricature of previous iterations, though the black band around the nose cone might take some getting used to. Even the OTT Union Jack tail-light LEDs seem toned down.

And, like we said, there’s nothing like it on the market anymore. Once upon a time, close (if not exactly direct) opponents included the Alfa Romeo Mito, Audi A3 three-door, Honda CR-Z, Hyundai Veloster, Peugeot 208 GTi, Volkswagen Beetle… but they’re all gone.

The current Corolla sedan arrived in late 2019, a bit over a year after the hatch, and the car’s dramatic face with long angular headlights and huge lower grille has held up well.

Always a subjective call, but I think it still looks fresh and distinctive, in the case of the sedan, balanced by a less complex rear treatment, no doubt applied with a four-door buyer’s typically more conservative tastes in mind.

Worth noting for an entry-grade model our Ascent Sport looked particularly classy in ‘Atomic Rush’, a sedan-only body colour, and overall the car’s ‘three-box’ proportions are well balanced, helped by the base car’s step up from 15- to 16-inch alloy wheels in the 2022 upgrade.

The interior is simple without crossing over into plain, the dual-level dash design accommodating an 8.0-inch media screen standing proud in the centre, and a compact instrument binnacle sitting under a curved brow.

The grey fabric seat trim looks tough but doesn’t feel it, with some squiggly quasi-quilting in the centre panels adding visual interest. The only other hint of flashiness being gloss black finish panels in the centre console, around the ventilation controls and media screen.

From the moment you open the light yet solid front door, it’s obvious that the Mini is a different type of small car.

The frameless doors give it a hardtop feel, though it’s a shame the necessary thick B-pillar doesn’t allow for the rear windows to find down for a truly ‘60s American hardtop-style open side experience.

The Classic Plus’ standard front seats are a highlight. Superbly supportive and with extensive adjustment permutations so even taller and heftier folk can find the right position, they help create a snug yet not cramped environment, with a low, focused driving position that’s easy to get comfy behind thanks to endless column and seat adjustability. One does peer over that bulky dashtop though.

The 5.0-inch black-panel instrumentation redesign does much to reduce the old Mini tweeness inside, with motorcycle-style digitised analogue-look dials and fresh new graphics and functionality (with new ‘favourites’ shortcuts added) for the rectangular centre multimedia screen. Based on BMW’s excellent iDrive system, it’s all easy and intuitive to operate.

However, that dash is looking old and messy now, with its small letter-box screen and messy buttons, though the toggle switchgear is pleasant to operate and adds to the Mini’s sense of occasion too. The kerbside mirror won’t automatically dip in reverse, and Android Auto users aren’t accommodated like Apple CarPlay users are.

Still, storage is sufficient for most peoples’ needs as long as the things they need put away aren’t too large, backed up by a foldable armrest-cum-cubby and handy pair of big cupholders ahead of the gear lever – which is an ex-BMW design that takes a minute to get used to but works just fine.

For a three-door four-seater coupe, practicality is better than you might imagine, aided by good all-round vision and thoughtful packaging.

Access to the rear is obviously not going to be the Hatch’s easiest party trick, but a single-action lift-up latch that slides and automatically returns the front seat back to the original spot helps enormously. It’s not too much of a struggle sliding between seat and pillar as well.

Once sat out back, you’ll find a firm but inviting bench and backrest (for two), a pair of cupholders and map pockets, a trio of cupholders as well as elbow rests incorporated into the side panels. All double up as receptacles for odds and ends. Lots of glass and those upright pillars impart a surprisingly spacious feel.

Speaking of back-seat room, because it’s only a two-seater configuration, there’s a welcome amount of acreage for elbows, shoulders and bottoms, while legroom isn’t too bad for a 178cm adult sat behind themselves. There’s nothing cramped or oppressive in the Classic Plus we’re in, save perhaps for the endless black trim.

However, betraying the F56 Cooper’s age, while the front centre-armrest sited smartphone charger is accessible to rear-seat occupants, there are no USB ports of any variety or overhead lighting in this sunroof-equipped example. Nor will you find a folding centre armrest or overhead grab handles. In fact, the latter is only provided for the front-seat passenger.

Also, keep in mind that passengers cannot crack a window back there. 

Further back, a can of goo in lieu of a spare wheel means the boot floor is deeper than you might imagine, with a small compartment below the second floor for added hidden storage. Beyond that, it’s an F56 Mini, so a 211L capacity and a pair of 60:40-folding backrests into the cabin as your lot luggage-capacity wise.

If you want practicality Mini offers the F55 5DR Hatch (278L) or our favourite of the lot, the lovely Clubman with 360L. Or if you don’t mind your Mini looking like a gargoyle, the Countryman extends that again to between 405L and 450L depending on rear-seat position.

At just over 4.6m long, close to 1.8m wide and a fraction over 1.4m tall, the Corolla sedan is a ‘big’ small car. And at 2700mm, the sedan’s wheelbase is 60mm longer than its hatch equivalent.

There’s plenty of breathing space up front and storage runs to generous door bins with space for large bottles, two cupholders in the centre console, a lidded box (which doubles as a centre armrest) between the seats, a decent glove box and the wireless charging tray in front of the gearshift. That’s all fine, but some extra oddments space in the centre console would be nice.

Move to the rear and the sedan’s extra wheelbase length manifests itself in the shape of noticeably more room than the hatch.

Sitting behind the driver’s seat set for my 183cm height, I enjoyed good legroom and ample headroom. Three adults will be okay for short to medium journeys and a trio of up to teenage kids will be fine for the long haul.

There’s a fold down armrest with two cupholders built in, although the cushion lowers all the way onto the seat creating a slightly awkward downward angle. And no map pockets on the front seat backs feels a bit stingy.

The rear door bins can accommodate a medium-size bottle and a small tray at the back of the front centre console is where you’d like the adjustable ventilation and USB outlets to be, but sadly, they don’t exist.

In fact, power and connectivity options number just two; a USB-C socket in the front for charging and media connection as well as a 12V outlet in the front centre storage box. 

Modest boot space is an Achilles Heel for the Corolla hatch, but the sedan’s 470 litres of cargo volume is way better.

It swallowed our three-piece luggage set or the bulky CarsGuide pram with room to spare, and the 60/40 split-folding rear seat lowers to liberate extra space. Just bear in mind that the relatively tight aperture is a large-load disadvantage relative to a wide-opening hatch door.

Interestingly, there aren’t any tie-down anchors in the boot to secure loads, but there’s a space-saver spare under the floor.

Also worth noting the Corolla Hybrid a no-tow zone. If you need to hook up a boat or campervan, the 2.0-litre non-hybrid Corolla sedan is rated for a 1300kg braked trailer (450kg unbraked).

As mentioned, small sedans aren’t exactly thick on the ground in the Aussie new-car market, but there are three similarly-sized four-doors in close range to this Corolla Ascent Sport Hybrid’s $32,110 (before on-road costs) asking price.

Namely the Kia Cerato Sport+ ($31,440), Mazda 3 G20 Pure Vision ($32,320) and Subaru Impreza 2.0i-S ($32,590).

None can match the Corolla’s hybrid efficiency, but each is well equipped for a small car in the low $30K bracket and the Corolla takes a lengthy equipment list into battle against them.

Aside from the performance and safety tech covered a little later, the Ascent Sport Hybrid’s standard features include an 8.0-inch touchscreen multimedia display with voice control, Android Auto and (wireless) Apple CarPlay, six-speaker audio with digital radio and in-built satellite navigation.

There’s also climate control air (single-zone), a 7.0-inch information display in the instrument cluster, keyless entry and start, wireless phone charging, active cruise control, an electro-chromatic rear view mirror, 16-inch alloy wheels, LED headlights, tail-lights and DRLs as well heated door mirrors.

The seat trim is fabric and for things like rain-sensing wipers, side and rear privacy glass, as well as a ‘Premium’ steering wheel, you’ll need to step up the SX Hybrid Sedan at $33,780. But the Ascent Sport lines up well relative to its direct competitors.

One of the stronger petrol engine families of the last decade is BMW’s B-series modular in-line units, in B38 1.2-litre and 1.5-litre three-cylinder, B48 2.0-litre four-cylinder and B58 3.0-litre six-cylinder formats.

The Cooper uses the B38A15M1, meaning a 1499cc 1.5-litre three-pot turbo featuring an aluminium block and head, a twin-scroll turbocharger, direct injection, variable valve lift (Valvetronic) and variable valve timing (Double VANOS).

It pumps 100kW of power at a peaky 6500rpm and 220Nm of torque from just 1480rpm to 4100rpm ­– enough for a 0-100km/h dash time of 8.2 seconds on the way to a 210km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT) dubbed Steptronic in Mini-speak – a switch from earlier F56 examples from a few years back that used a six-speed torque-converter auto. The floor shifter has the typically-BMW back for up/forward for down shift pattern. For paddle shifters you need to step up to the Cooper S with the B48 2.0-litre engine.

The Mini’s UKL1 platform (Untere Klasse, German for ‘lower class’) modular architecture is spread between the F55 (5DR), F56 (3DR) and F57 (Convertible) models, and employs MacPherson-style struts up front and a multi-link rear end. A longer version of this also underpins the larger Mini Clubman and Countryman as well as BMW’s 1 Series, 2 Series (not coupe and convertible), X1 and X2.

The Corolla hybrid is powered primarily by a naturally aspirated 1.8-litre four-cylinder petrol engine operating on the ‘Atkinson Cycle’, which adjusts cam timing to maximise the effective cylinder expansion ratio (compression stroke vs power stroke) for greater efficiency and reduced emissions.

But the downside of this combustion cycle is a relative lack of power, which is where the car’s primary AC synchronous, permanent magnet electric motor comes into play.

Upgraded in late 2022, the motor now features double the number of magnets (per pole) inside the rotor.

At the same time a lighter lithium-ion battery was added, featuring greater input and output power compared to the nickel-metal hydride unit it replaced.

A compact starter/generator (effectively a second electric motor) is powered by the engine (it also starts it) in turn sending energy to the main drive motor and battery. 

The end result is combined outputs of 103kW (+13kW) at 5200rpm and 142Nm at 3600rpm, although it’s worth noting Toyota has a strange habit of not including the torque output from the electric motors in its overall numbers for hybrid models.

With the primary motor alone producing more than 160Nm of pulling power, you’d have to imagine the actual combined torque figure is somewhere in the region of 250Nm, with drive going to the front wheels via a CVT auto.

Running on 95 RON premium unleaded petrol, our Cooper managed a worthy 7.1L/100km in a fairly demanding mix of heavy urban commuting traffic and higher-speed performance testing. The trip computer was showing high-6s, so it wasn’t far off the truth.

The official figure should average out at 5.6L/100km, for a carbon dioxide emissions rating of 128 grams per kilometre. With a 44L fuel tank, the potential range-average is 785km.

Toyota’s official combined cycle fuel economy number for the Corolla’s hybrid powertrain is 3.9L/100km, the 1.8-litre engine emitting 81g/km of CO2 in the process.

That’s up slightly from the pre-upgrade model’s 3.5L/100km claim, but over a week with the Ascent Sport we covered around 250km of urban, B-road and some freeway running, returning an average of precisely 3.9L/100km (at the bowser), which is an outstanding result for a close to 1.4-tonne four-door sedan.

Of course, the super smooth stop-start system (controlled by the starter/generator) plays a part, plus the bonus is the 1.8-litre four is happy to accept ‘standard’ 91 RON unleaded, and the fuel tank holds 43 litres, which translates to a range of just over 1100km. Pretty great.

In a word, feisty.

Though only a three-pot turbo, the charming B38 1.5-litre engine is one of the best of the breed, offering a broad performance spectrum that allows it to rev cleanly and pull strongly all the way to the 7000rpm limit.

Additionally, the auto shuffles between its seven forward ratios seamlessly, for super-smooth progress.

However, around town, there is the usual momentary DCT hesitation from standstill, which can be quite frustrating if you’re in a hurry. Once that and the turbo wakes up, the Cooper will surge ahead with impressive determination, but instantaneous acceleration isn’t in this Mini’s repertoire. The previous, old six-speed torque-converter auto was far more immediate to throttle inputs.  

Note that selecting Sport in the drive mode kicks things along a little more urgently. As such, and at this price point, we’d like to see a pair of paddle shifters to add to that experience, especially now as there’s no manual gearbox on offer. The 'Green' eco mode, on the other hand, throttles things back to a slightly more leisurely pace to conserve fuel.

Minis are renowned for their direct steering and sharp handling, and the Cooper doesn’t disappoint.

At parking speeds, there’s heaps of electric assistance to make manoeuvring about easy – and don’t forget about the standard park assist system to lend a helping hand here – while out on the open road, the flat, precise and confident cornering imparts a wonderful sense of security and connection with the road that, for keener driver, is worth the price of entry alone.

Never nervous, yet always alive in your hands. Assisted by grippy Goodyear Eagle 205/45R17 rubber, you feel the expensive engineering going on underneath to keep everything in order and precisely where the driver needs the car to be. Even when caned along.

But… you also feel the at-times firm ride over the ragged urban streetscapes that Coopers will undoubtedly traverse most days, though it isn’t as abrupt or choppy as in previous iterations with this-sized wheel/tyre package. Plus, coarse bitumen surfaces make for a fair amount of road noise intrusion at times.

That said, if your regular commute takes in fresh, smooth roads, then the Mini shines.

If all this sounds awfully familiar, then keep in mind that the Cooper is very much a baby BMW in behaviour as well as demeanour.

The Corolla Ascent Sport Hybrid is a comfortable, stress-free driving experience. Toyota’s series parallel hybrid set-up means the wheels can be driven by the internal-combustion engine, electric motors, or both. And the transition happens seamlessly.

Start-up is silent with the motor(s) doing the driving at low speed, the petrol engine kicking in as the power requirement rises.

As the engine operates it’s also charging the battery and under braking the front wheels turning causes the motor and generator to send power to the main battery pack, as well.

Toyota doesn’t quote acceleration figures for the Corolla but you can expect 0-100km/h in around 12 seconds, which is hardly neck-snapping, however this hybrid combination provides enough torque for nimble acceleration in the city and suburbs as well as easy freeway cruising.

Then there’s the Continuously Variable Transmission. I’m no CVT fan, largely because of the disconnect between road speed and engine speed it creates. The transmission is always trying to keep the engine in its efficiency sweet spot and the most noticeable byproduct is an incongruous droning sound.

Developed by transmission specialist (and Toyota subsidiary) Aisin, the Corolla’s unit is ‘tighter’ than some but the sluggish ‘slipping clutch’ effect is still there from time to time.

Underpinned by Toyota’s TNGA platform, precise handling and excellent ride comfort are dynamic hallmarks of this 12th-generation Corolla. And the Ascent Sport Hybrid Sedan is no exception.

Suspension is by struts at the front and multi-links at the rear, and compliance is super impressive, especially for a car of this size.

The electrically-assisted steering is responsive and road feel is good, the car remaining planted and predictable, with only modest body roll if the red mist descends and you decide to ‘push on’ through your favourite set of corners.

This kind of response is especially noteworthy given the car’s low-rolling resistance Bridgestone Ecopia rubber (205/55) is primarily designed for efficiency rather than race-circuit grippiness.

Braking is by 255mm ventilated discs at the front (slightly smaller than the 2.0L non-hybrid’s) and 265mm solid rotors at the rear. They’re progressive with good pedal feel. Not always the case when regenerative braking is part of the picture.

In terms of general comfort and ergonomic efficiency, the seats remain comfortable, even over road-trip-style stints, while the mix of physical and digital controls is sensible and works well.

The Corolla Ascent Sport Hybrid Sedan boasts a maximum five-star ANCAP rating, although the assessment was in 2018 and the criteria have been dialled up since then.

That said, active (crash-avoidance) tech includes AEB - operating from 10-180km/h (with pedestrian and cyclist detection from 10-80km/h), active cruise control, lane trace assist, lane-keep assist, emergency lane keeping, road sign assist and auto high beam. 

‘Active Cornering Assist’ and a reversing camera are also standard, but sadly, blind-spot monitoring (with ‘Safe Exit Assist’) and rear cross-traffic are optional.

If a crash is unavoidable, there are seven airbags on board (front, front side, full length curtain and driver’s knee). No front centre bag, though.

There are three top-tethers across the back seat for baby capsules or child restraints with ISOFIX anchors on the two outer positions.

Also fitted is a manually-triggered, roof-mounted SOS button for a back-to-base call that can direct emergency services to the vehicle's location if required.

Like BMW, Mini offers a three-year/unlimited kilometre warranty, which trails Mercedes-Benz’s five years and behind the seven-year unconditional warranty pioneered by Kia. A three-year roadside assistance package is also included.

Additionally, the car tells the owner/driver when it needs servicing, meaning it is condition-based rather than time-based scheduling. In the UK, it is generally recommended every 12 months or 10,000km is a good rule of thumb, just to be safe.

Owners can also purchase a five-year/80,000km service plan to help save money.

Toyota covers the Corolla with a five-year, unlimited-km warranty, which is the industry standard these days. But significantly, the hybrid battery is included and if you follow the annual servicing schedule for those five years, your engine and driveline warranty extends to seven years and the battery to 10 years (if the latter is also inspected annually). Impressive.

Seven years emergency assistance is provided (expenses related to car hire or towing), and corrosion (to the point of perforation) is covered for seven years.

On top of that ‘Toyota Connected Services’, accessed through the ‘myToyota’ app, is complimentary for 12 months, offering everything from vehicle data and member discounts to driving insights and multimedia profiles.

Servicing is recommended every 12 months or 15,000km, and ‘Toyota Service Advantage’ capped pricing is available, with the number sitting at $245 for the first five visits to the workshop. 

That’s up from $175 when the current generation Corolla launched here in 2019, but it’s still a sharp price.