Peugeot Boxer vs Mini Aceman

What's the difference?

It has its faults like any vehicle but it’s a competent all-rounder, that combines sub-$50K pricing with a big payload capacity, mostly user-friendly design, improved safety and a compelling warranty. It also faces stiff competition in the 3501-8000kg GVM class, particularly from rivals with an automatic option. 

The Aceman could be the perfect Mini - bigger than a Cooper, smaller than a Countryman. It’s also surprisingly spacious and practical. The price is about right compared to rivals, and so is the battery size and range.

What the Mini has that others don’t is its unique and playful design and ‘attitude’. True to the Mini ethos it's not a restrained car, it’s whimsical in its design but serious in its ability. It's a great car to drive both dynamically and in terms of comfort.

It comes ready for work with hard-wearing black plastic in the most vulnerable places for scrapes and dents, including the front and rear bumpers and down the sides. The same black finish can be found on the window surrounds, door handles, huge door mirrors (which would not look out of place on a Kenworth) and the housing for the high-mounted third brake light.

It’s a large vehicle measuring 5413mm long, 2050mm wide and, thanks to the conspicuously high roof line, stands 2522mm tall. So, like numerous rivals in this weight class, it can’t access most shopping centre and underground carparks.

The front-wheel drive chassis, with its 3450mm wheelbase and 12.6-metre turning circle, features a simple and rugged combination of coil-spring strut front suspension, four-wheel disc brakes, power-assisted rack and pinion steering and single-leaf/solid beam rear suspension. Long rubber bump-stop cones, attached to the underfloor above each end of the rear axle, provide extra support when the springs compress under heavy loads.

The steel bulkhead, which separates the cabin from the cargo bay, insulates the driver/passenger from cargo bay noise and doubles as a robust cargo barrier. Its window is large enough to allow the driver to make a quick over-shoulder glance at any time to check the load is secure.

Criticisms? The relatively small 5.0-inch media screen can make the reversing camera’s vision difficult to see in detail. The height adjustment on the driver’s seat, using two levers on the lower right side, is clunky to operate. And although the rear barn-door windows are heated, there are no wiper/washers, which we didn’t get to test in wet conditions, which is most unusual for Melbourne.

New Minis are all about design, sometimes, in my opinion, to a fault. The Aceman is very 'Mini' with its big googly eyes, little rectangular ‘grille’,  blob-like tail-lights and a side profile that resembles a house brick.

That’s how all new Minis look with each model having its own distinguishing characteristics. In the Aceman's case it has more triangular headlights than the Cooper and Countryman but more rounded tail-lights and black plastic cladding around the lower grille, wheel arches and side skirts.

Our test car is painted 'Blazing Blue', with a black roof.

Inside the upholstery is 'Vescin Dark Petrol', a kind of grey blue. The stitched dash is made of recycled polyester and is knitted in 'Dark Petrol' and orange fabric.

I like Mini interiors and I love the multitude of buttons for everything. It's a refreshing change in a world where physical dials and controls are disappearing from car cabins.

The circular OLED screen is pretty and a hat-tip to early Minis with their centre speedo.

Is the Aceman an SUV or hatch? I honestly don’t know and I’ve lived with it for a week. It’s officially classified as an SUV, but it looks like a four-door hatchback with a slightly raised ride height.

If anything the Aceman looks like a cross between the Cooper and the Countryman, not quite a hatch, not quite an SUV, but probably just right for most people.

The Aceman’s dimensions make this car seem small at 4070mm long, 1754mm wide and 1514mm tall, but considering the fairly diminutive exterior the inside is impressively spacious.

The Boxer 160’s 1865kg tare weight and 3510kg GVM results in a sizeable 1645kg payload rating. However, we always quote kerb weights (full tank of fuel) rather than tare weights (10 litres of fuel) to keep things consistent.

So, in this case, adding the missing 80 litres of diesel (67kg) results in a kerb weight of 1932kg, which reduces the payload by the same amount to 1578kg. That’s still almost 1.6 tonnes which is more than ample for this category. It's also rated to tow up to 2500kg of braked trailer and, based on European figures at least, can do this with a full payload.

The cargo bay provides a competitive 11.5 cubic metres of load volume and 10 sturdy load-anchorage points. Its floor, which is 3120mm long and 1870mm wide with 1420mm between the wheel housings, can  accommodate two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets. There’s ample forklift access through the rear barn-doors with full 270-degree openings or sliding side doors with their big 1250mm openings.

The high roof cavity means even tall adults can stand inside with headroom to spare. It also provides a large and very useful open storage area over the driver’s cabin, which is ideal for storing ropes, straps, load-padding and any other gear a hard-working van might need.

Although the side doors and barn-doors are lined to mid-height, the cargo bay walls are unlined which leaves numerous cavities exposed that could make small items like pens, keys, phones etc disappear if they were dropped. The load floor is also unprotected.

Cabin storage options include upper and lower bins in each door, with the lower bins being wide and deep enough to hold several large bottles. There’s also a full-width map shelf that sits about forehead height for tall drivers, which is easy to access and can hold heaps of stuff.

The dashboard also has numerous storage choices including open shelves to the right of the steering column and underneath it, cup/small-bottle holders in the centre of the dash and on top a fixed clipboard with spring-loaded clamp. There’s also a glovebox with another large open storage bin below it plus even more storage, about the size of a baking tray, under the driver’s seat.

OK, the moment I typed the word 'spacious’ in that previous section on Design I had a concern. You might think the Aceman is somehow huge on the inside, but it’s not. What it is, however, is cleverly designed so as to maximise the available space and at 188cm tall I’m a good test for this.

Space up front for me in the driver’s seat is excellent, and that goes for head, elbow and legroom. The second row is cramped for me and I can’t sit behind my driving position, but my children were happy back there - one almost a teenager and the other in a child seat.

Storage is good with door pockets, a tray for rear passengers with USB ports, cupholders up front and a wireless charging nook, plus a small box with a lid between the front seats.

The boot has a 300-litre cargo capacity which isn't bad given the car’s size.

Where is the Mini Aceman made? Yes, as I said in the intro the Aceman is made in China as a joint venture between GWM and BMW.

You knew BMW owns Mini right? Of course you did.

But as for being made in China, don’t let that put you off. Some of the best electric cars I've driven all come from China and the worst… not from China.

Shortly after the Aceman launched around a year ago Mini dropped the base E grade, leaving the SE and spicy JCW as the only grades left.

The Aceman SE lists for $60,990 before on-road costs. Another five grand will get you into the high-performance Aceman JCW.

Frankly, the SE feels plenty powerful and sporty and the features list is also plentiful.

Standard gear includes 19-inch alloy wheels, proximity unlocking, panoramic glass roof, black roof rails, JCW bucket-style sport seats, a Harman Kardon sound system, 240mm circular OLED central media display, digital radio, head-up display, wireless Apple CarPlay and Android Auto, wireless phone charging, sat nav, ambient lighting, LED headlights and tail-lights.

The interior fabrics and colour styling show in the images are all standard, too.

The value is good considering the Mini Aceman is a prestige car, and you’ll pay a similar amount for entry-grade rivals such as Alfa Romeo's Junior, Volvo’s EX30 and the Zeekr X.

The 2.0-litre Blue HDI four-cylinder turbo-diesel engine, which meets the toughest Euro 6 emissions standard using AdBlue, produces peak values of 120kW at 3500rpm and 310Nm of torque at 1500rpm.

Peugeot claims this engine was tested for more than 10,000 hours, subjected to more than 1.3 million km of drive-testing and 16,000 thermal shock cycles (cold starting and accelerations), corresponding to 15 years of intensive use. In short, it should be tough enough. Transmission is a sweet-shifting six-speed manual.

The Mini Aceman is fully electric and while there is talk of a combustion version coming in the future, whether that happens or not is yet to be confirmed. Besides, an electric powertrain is perfect for the Aceman.

In the SE grade the single electric motor drives the front wheels and makes 160kW and 330Nm which is enough to fling the little rectangular beastie from 0-100km/h in 7.1 seconds.

Just as a comparison the five-door Mini Cooper S has a combustion engine that makes 150kW and 300Nm and 0-100km/h comes in 6.8 seconds.

Peugeot’s official combined average is a fanciful 6.4L/100km. The dash readout was claiming a more realistic 9.0L/100km when we filled the tank after 282km of testing, which included more than a third of that distance lugging its maximum payload.

However, our own figure calculated from fuel bowser and tripmeter readings came in at 9.9L, which is more than 3.0L/100km above the official figure. Even so, sub-10L economy is very efficient  for a vehicle of this size, so based on our figures you could expect an excellent real-world driving range of around 900km from its big 90-litre tank.

The Aceman has a 49.2kWh battery which sounds small and it is compared with larger cars, but is the same size as similar vehicles such as the Volvo EX30 (49kWh) and Alfa Romeo Junior Elettrica (51kWh).

The DC charge rate of 95kW is disappointingly slow. The EX30 has up to 153kW. The AC charging speed is a standard 11kW.

Charging from 10-80 per cent using a DC charger takes 31 minutes.

Energy consumption is 14.4kWh/100km over combined driving conditions which is neither excessive nor super efficient. My own driving saw 15.4kWh, according to the trip computer.

Range is up to 406km, which also is close to rivals but could be better.

You sit up high with the huge windscreen providing a commanding view of the road ahead. Clear eye-lines to the large door mirrors (with wide-angle mirrors in their lower thirds) provide ample coverage of side and rear traffic.

Vision through the central rear-view mirror is also relatively clear compared to the cluttered views found in numerous rivals we’ve tested. The join of the barn-doors obscures the mirror’s central portion, but the driver still has a good view of what’s behind.

The fold-down inboard arm-rests combined with the door contours provide balanced support for arms and elbows to reduce strain on neck and shoulders. This support is particularly good for the driver, as it also allows your hands to rest comfortably on the steering wheel.

There’s negligible cargo bay noise thanks to the bulkhead. However, engine noise is noticeable and tyre noise can be quite intrusive, particularly at highway speeds on coarse bitumen surfaces. Cruising in top gear results in a fairly relaxed 2100rpm at 100km/h and 2300rpm at 110km/h.

The engine, with maximum torque at 1500rpm, has good all-round performance and pulling power under heavy loads, but lacks the sharper throttle response of some rivals. Even so, the manual gearshift has a light but well-defined action combined with a light clutch pedal weight.

Steering is nicely weighted and the quartet of disc brakes have plenty of bite. Handling and stability are also good regardless of load. The rear suspension tuning is commendable when running without loads on bumpy roads, providing a surprisingly smooth ride given spring rates that are designed to cope with 1.5 tonne-plus payloads.

Our only gripes are that the driver’s seat’s adjustable lumbar support presses too firmly against the spine for our liking, even on its softest setting. We also detected a couple of rattles and squeaks on bumpy roads, which sounded like they were coming from the dashboard area.

There’s not a Mini model I haven’t driven in the past 15 years and the Aceman lives up to the sporty and engaging feel that makes these little cars fun to pilot, even if it’s just down the road to get milk.

Good, instant acceleration, quick steering that’s a little on the heavy side and a comfortable suspension tune that can handle quick corners while keeping the car flat makes the Aceman a liveable and enjoyable car.

A range of noises - Mini calls it a 'Sonic Universe' - provides a soundtrack to your driving and while they’re all a bit embarrassing, only one can be heard outside the vehicle and it’s not too cringeworthy.

The Mini Aceman drives like a small, sporty prestige car, meaning there’s a solid, planted feel with good handling and comfort to go with it.

And its tiny proportions makes it super easy to pilot through tight laneways and park in impossibly small places.

The Mini Aceman was awarded the maximum five-star ANCAP rating in 2025. The safety equipment list is vast and includes tech from auto emergency braking (AEB), lane keeping assistance and blind spot warning to rear cross-traffic alert with braking, exit warning and auto parking.

The Aceman has a puncture repair kit in the place of a spare tyre.

For child seats there are two ISOFIX points and three top tether anchor points.

The Boxer is covered by Peugeot's five years/200,000km warranty and scheduled service intervals of 12 months/20,000km, whichever occurs first. Capped-price servicing applies for the first five scheduled services with a total cost of $3445 valid until June 30, 2020.

Mini covers the Aceman with a five-year/unlimited kilometre warranty and while that's the standard for prestige makers such as BMW and Mercedes-Benz, it falls short of mainstream coverage with some brands now offering seven years or more of coverage.

The Aceman’s battery is covered by an eight-year/100,000km warranty, which is the norm right across the industry.

Mini has conditions-based servicing so rather than a specific schedule, the car's computer will tell you when it is due for a service.

Mini offers owners pre-paid service packages priced from $1575 for four years and $2360 for six years.