2021 MINI Hardtop 2 Door Electric
2021 Mini Hardtop 2 Door Electric Review
- Nimble size and handling make it fun to drive
- One of the most affordable EVs you can buy
- Upscale cabin design
- Not as much range as other EVs
- Two-door layout and small back seat limit utility
- Choppy ride on bumpy roads
- New limited-production GP trim with 301 horsepower
- Manual transmission option is back after a one-year hiatus
- Expanded availability of Oxford Edition trim level
- Part of the third Hardtop generation introduced for 2014
The Mini Cooper SE, as you'd expect, is small. With the departure of the Fiat 500e, the SE is now the smallest EV you can buy, measuring more than a foot shorter than the next in line, Chevrolet's Bolt. This means less cargo room and a laughable amount of space for rear passengers. The diminutive size does provide some classic Mini benefits, however, such as quick acceleration and nimble handling. Overall, we like the Mini Cooper SE. Its modest range and two-door body style limit its appeal, but if you simply want a fun EV for commuting, it's worth checking out.
How does the Hardtop 2 Door drive?
The Cooper SE is fun to drive. It's small, quick and nimble. In our testing it covered 0-60 mph in 6.4 seconds. That's quicker than other speedy EVs such as Hyundai Kona Electric (6.6 seconds) and Chevy Bolt (6.8 seconds).
Braking and handling are also top-notch. The SE pivots on dime and is great for a curvy road as much as it is for negotiating narrow city streets. It offers two levels of regenerative braking to choose from. The highest setting allows you to drive solely using the accelerator pedal, while the other behaves more like a traditional car for those who aren't used to slowing rapidly without touching the brake pedal.
We did notice that our test car reduced its available power by about half after one lap of hard driving on our test track. That's not something we typically experience with an EV. Full power was restored after we let the car cool down a bit. We don't expect you'll encounter this situation in real-world driving, but still it's a little disappointing for a Mini.
How comfortable is the Hardtop 2 Door?
The Mini SE's sporty slant unfortunately comes at the expense of comfort. The ride can get choppy on bumpy roads and undulating highways. The SE also wears summer tires, which are good for road grip but also generate a bit more road noise than the average EV.
The front seats in the Mini are great, though. They provide plenty of cushion for comfort and support for spirited driving. Too bad the hard door-side armrests feel as if they're made out of recycled tires. Rear-seat comfort is limited, mostly due to space. The Mini's climate control system is easy to adjust and provides effective cooling. You can set it to precondition the cabin before you get in.
How’s the interior?
The Hardtop 2 Door has surprisingly large doors, which make climbing in and out of the front seats a breeze. The driver's seat is pretty accommodating for both short or tall drivers, though those exceptionally long of leg might want a tad more steering extension.
The cabin's boxy shape gives you ample headroom, and the generous glass space all around makes for excellent visibility. We especially like how the rear headrests fold down when not in use to leave the rear view completely unobstructed. But this Mini's rear seat is, unsurprisingly, less spacious than most other options. If you plan on taking more than one passenger, they better be kid-size.
How’s the tech?
Tech in the Mini SE doesn't break any new ground. The touchscreen navigation sits within a large circular central hub. This hub makes the screen seem bigger than it is. Apple CarPlay hooks up wirelessly, but it only spans about 75% of the full width of the screen. Android Auto isn't offered. CarPlay was our preferred map interface, but Mini's native system is fairly easy to use and features real-time traffic.
The upgraded Harman Kardon audio system didn't impress us much. It lacked the full and textured sound we expect from a premium sound system. Additionally, many of the usual advanced driving aids, such as adaptive cruise control and lane keeping assist, are absent. They aren't even optional at the moment. Some competitors such as Hyundai and Kia provide many of these aids as standard equipment.
How’s the storage?
You've mistaken the Hardtop 2 Door for another car if you were expecting great utility. That said, Mini has maximized what space there is to the fullest. The rear seats split 60/40 and fold completely flat. You can lower the cargo floor for a bit more room, but you're only going to get 8.7 cubic feet at best without folding the back seats — roughly half the volume of the next smallest vehicle in the class, the Chevy Bolt.
The cabin is no better. The door pockets are too narrow to even accommodate a small bottle, and none of the cupholders have anti-tip features. Covered storage is sparse, essentially limited to the glovebox and the center armrest, which is dedicated to the wireless phone charger. There are easy-to-locate car seat anchors in the back, but you'll need to be pretty limber to install a small seat back there.
How economical is the Hardtop 2 Door?
The Mini SE is a small car, and its battery is small relative to what other manufacturers load into their compact EVs. The EPA-estimated range is 110 miles with a consumption of 31 kWh/100 miles, which is a lot less range than class leaders but only slightly less efficient than popular players such as the Hyundai Kona Electric, Kia Niro EV and Nissan Leaf.
In Edmunds' real-world testing, we managed a range of 150.1 miles (140.1 miles traveled with 10 miles of range left) on 30.5 kWh of power, which works out to a much more efficient 21.8 kWh/100 miles. The Mini's onboard charger is 7.4 kW AC (Level 2) and it comes with DC fast-charging capability standard. Mini says you can get to 80% capacity with fast charging in 36 minutes.
Is the Hardtop 2 Door a good value?
Value is the Mini SE's ace in the hole, assuming you can live with a couple caveats. The first is the absence of typical advanced driving aids and the second is range. The Mini SE is the only battery electric vehicle that starts under $30K, yet it feels like one of the more expensive options in the class. Build quality is solid, and all the switchgear has smoother, more refined action than what's in most non-luxury makes. Everything just feels screwed together well. Mini keeps the packages simple and our tester, fully loaded, came to $37,750, not including any federal or state tax credits. For context, that's where the Kona Electric starts.
Mini's warranty is also above average, with four years/50,000 miles for bumper-to-bumper and powertrain coverage and eight years/100,000 miles for the battery. Though EVs need less in terms of maintenance, Mini still covers things such as inspections and cabin air filters for free for the first three years/36,000 miles.
One of the great things about the SE is that it looks and drives like a Mini. Little has changed other than the powertrain, and that's a good thing for a brand that's often associated with fun at the wheel. Minis have been known to sacrifice practicality for individuality, and some of that still exists here. But Mini has gotten better at adding function to its cars without losing too much brand identity. There's nothing wrong with quirky as long as it's not a big inconvenience.
Still small, now gas-free! That's the 2021 Mini Hardtop 2-Door Cooper SE in a nutshell. Mini took its most iconic model, the Hardtop 2 Door, and replaced its selection of sporty engines with an electric powertrain. The result is a coupe that hasn't lost any of its style or exciting performance but gained a whole lot of eco-friendly cred.
Sponsored cars related to the Hardtop 2 Door
2021 MINI Hardtop 2 Door videoHonda Civic Type R vs MINI John Cooper Works GP: 0-60, Price, Specs, Interior & More
Honda Civic Type R vs MINI John Cooper Works GP: 0-60, Price, Specs, Interior & More
[MUSIC PLAYING] ALISTAIR WEAVER: The Honda Civic Type R has long been Edmunds's favorite hot hatch, but now its crown is under threat from the limited edition 2021 Mini John Cooper Works GP, the most powerful, most extreme, and the most expensive production Mini ever. I'm Alistair Weaver, and we're here at the Edmunds Test Track with two of the hottest hatchbacks ever produced. Both are either new or updated, both are over 300 horsepower, both are front wheel drive, and both are uncompromising in their pursuit of performance. We're going to put them through the full Edmunds testing procedure, and then we're going to drive them on the track and declare a winner. But before all of that, be sure to subscribe to the Edmunds channel, and check out the link below for a companion piece on Edmunds.com that reveals all the testing data. Let's get on with it. To be honest, I've always had a bit of a soft spot for Minis. It was my mom's first car, and legend has it that if she hadn't broken down in it and asked my dad for help, then I wouldn't have been here. And I'm sure we can all agree what a tragedy that would have been. That first, classic Mini really was a work of genius, a genuinely pioneering family car with trick suspension that just happened to be good on the track and rally stage. The Mini Cooper S that won the Monte Carlo rally still looked like my mom's shopping machine. It had a kind of utilitarian chic. Unlike this car. It's like Mini's designers took one look at the Honda Civic Type R and said, hold my beer. Now, whether you like it or not is purely subjective, and I certainly enjoy its sense of theater. But what does irritate me is how much of it is fake. Now, Carlos Lago has his pen. My old skiing buddy, Matt Watson at Carlyle has his Stick of Truth, and I have my Chopstick of Shame. So ready for this, Charlie? Stay with me. Engine air intake? No such thing. Engine power bulge? Also fake. Front grille? Well, some of it's real. Some of it's not. We can forgive that, I think. These kind of wheel arch extensions designed to widen the track of the car give you, in theory, a bit more poise and stability. This is using carbon-reinforced plastic, the sort of thing that you find on the BMW I3 and I8. And apparently, they channel down the side of the car. But if you follow me, you'll see at the back here that these vents don't really go anywhere. But what it actually does is collect gravel-- strange. You also get that natty little gas cap. And then, if you can follow me to the rear, please, sir, there's a diffuser down here. If you crawl underneath, you'll discover it isn't really a diffuser at all. You get some fantastic looking exhaust pipes. Now, the piece de resistance is this split-wing, complete with little gurney flaps. Now, you might be thinking this is a moment of aerodynamic genius, but what it's actually for is to make sure that you don't decapitate the aerial every time you open the truck. Watch this. [LAUGHS] The other thing I should point out, if you look inside, in order to save weight, Mini has junked the rear seats-- you can't even have them fitted as an option-- and gone to is the luggage shelf. What you do get is this sort of red bar, which, at first glance, looks like a strut brace designed to improve the integrity of the body shell. But according to Mini, it's actually there to stop your shopping whacking you in the back if you brake suddenly. It's quite a collection. It's not exactly minimalism. In fact, in my eyes, it's not exactly Mini. It's hard to argue that under BMW's stewardship, Mini is getting further and further away from that original purist ethos. But at least it's not just a styling exercise. There is meat on those bones, which is just as well given it costs $45,000, or around $8,000 more than the Civic Type R. You get 301 horsepower. That's 73 more than the standard John Cooper Works. There's reinforced crankshaft. There's new pistons, a new turbo, a new oil sump, even a new engine mount. But the one thing you don't get is a manual gearbox. Apparently, BMW doesn't have a manual box for a transverse engine capable of handling the GT's 331 pounds-feet of torque. Instead, you have an eight-speed auto with flappy paddles-- more of which later. Like every car we test, we've put it through the full gamut of the Edmunds experience-- so 1/4-mile speeds, braking, and even lateral acceleration, or G-Force to you and I. And now, by the magic of socially distanced cellular technology, I'm being texted the results. So text me, please, Mr. Editor. [DIGITAL EFFECTS] And here we go. Honda Civic Type R, 0 to 60, 5.7 seconds. Mini GP, 5.1, helped by that automatic gearbox and slightly lazy clutch action in the Honda. 1/4 of a mile, 13.8 at 103.6 miles an hour for the Honda, 13.2 for the Mini at 108.5 miles an hour. So braking, that's how fast it stops, from 60 to 0, 107 feet for the Honda, 105 feet for the Mini. So about that much shorter. Now onto the skid pad for a measure of lateral acceleration G-Force. Honda Civic Type R, 1.03g, which is a really good result. Anything over 1g, particularly for a front-drive hatch, is super impressive. Mini GP? Drum roll, please. [DRUM ROLL] 0.99g. So the Honda has more lateral grip. Enough of the stats. Let's hit the circuit. You've probably noticed by now that here we're focusing mainly on the Mini. If you want the full tech lowdown on the Type R, watch Carlos Lagos's superb film on our channel. Now we'll hit the track. So as I warm my car up, let's reacquaint ourselves with the benchmark. It's amazing how immediately at home you feel in the Civic Type R. These seats are fantastic, way better than they are in the Mini. And this driving position really is first-rate. I like the Alcantara wheel they've got on this, the recently updated type R, and it's got this slightly thicker, heavier gear know. Now, I remember a development engineer once telling me that you could tell how sporty a car was by the distance between the gear stick and the steering wheel. And in this car, it's-- well, it's barely a hand span of my slightly puny hand. So it's nice, on a modern car, to be able to feel the cogs mesh in the way that you can in the Honda. Doesn't sound amazing, but what this car's always done well is to put its power down. There's over 300 horsepower. Through front-wheel drives, it's normally a recipe for problems. But actually, you can start to feed out of these corners at 90 degree right and feel the turbo kicking and provide that torque, and away you go. 7,000, hitting the rev limiter, hard on the brakes. Lift off, turn it in a little bit. Held the nose. You can start to feel the rear end rotate. This is a car that you can steer on the throttle, but without it ever feeling alarming. I'm going to go into R-plus mode, which, on the road, it makes it way, way too harsh. But it's actually been designed for circuit use or tracks like this. So this is now their Civic Type R in full attack. You never forget you're in a front-wheel drive car, but there's a lot of fluency. Yes, you can place the car really well on the circuit. And I love this rest matching as well. In some ways, it's kind of lazy not to have to heel and toe, but it does make life easy a little bit to say that you're hitting the rev limiter. Fourth gear, a little lift through here, and hard on the brakes. Down to third, moved a little bit on the braking. That's OK. Turn it in. Hard on the throttle, and the car actually helps you to pull it out of the corner. It's really easy to drive, but it's still entertaining, and it's far from intimidating. And that little bump in that corner, you can feel how aggressive the damping is in this mode. But that's always going to be in the Honda's favor. Because it's got electronic dumping on the road, you can switch it down to Comfort or even Sport and have a ride quality which is compliant enough to be tolerable. Of course, the other thing in the Honda's favor is this is still a proper five-seater family car with a good-sized trunk and plenty of space for genuine adults behind me. This really is a car that you can sell to the family as a everyday tool. Right, come on, Mini. Inside, it'll instantly feel familiar to pretty much any other Mini driver. You do get, though, these fairly funky digital displays and some 3D-printed flappy paddles here on the steering wheel that actually move with the rack. You also get more 3D printing here on the dashboard, including your car's unique build number. Apart from that, though, pretty much business as usual, including the excellent Mini driving position. On the electronics, you have a unique Mini GT Stability Control Mode. If I activate it here, it gives me this little message on the dash that says "Sporty Driving Experience due to Later Intervention of Suspension Control Systems." Which is odd, because it does absolutely nothing to the suspension. Anyway, let's go. [EXHAUST REVVING] To be honest, our handling circuit at the Edmunds Test Track could have been tailor-made for this Mini. It's more like a tarmac rally stage than a traditional racing circuit. So if it's going to feel good anywhere, it should feel good here. To create this car, Mini's engineers have given the standard John Cooper Works a thorough going-over. It now sits 10 millimeters-- that's about 1/3 of an inch-- lower to the ground, and they've upgraded the springs, the dampers, and the stabilizer bars. Now, unlike the Honda, there is no electronic damping. So it only really has one mode, and that's, well, angry. So it's kind of like my ex. So at the moment, we're in stability GP mode. Let's see what she can do. Now, that ride quality on the road at times, if I'm honest, can feel slightly brutal. It never really settles. And I was driving down the highway, talking to a friend on the phone, and I had to actually apologize, because he could hear this kind of fluttering in my voice. And when you hit expansion joints, then there a real hard kick in your spine. But this circuit here is a lot smoother, so that's diminished. But it's still very, very firm. And the other thing about it is you have this constant presence of torque steer, the challenge that the front tires have of actually deploying all that power. The way the Honda puts its power down is a lot more efficient. You're always conscious it is front-wheel drive, but it works with you. In the Mini, you feel that the mechanical diff is always doing battle. And you can feel that sort of kicking back through the steering. And I don't want a sports car that's easy to drive. I don't-- I want to feel like there's a challenge. I want to feel like it rewards me when I do things well. But this car, it feels like it's not so much working with you as hampering progress. Ultimately, somehow, as well, in this pursuit of ultimate performance, Mini's deprived this car of the kind of ultimate agility for which it's renowned. I can't help think that a standard Cooper S would feel a lot more agile, a lot more willing to play than this GP does. I'm going to try, now, actually, just turning all the systems off. Dynamic stability control is now completely off. Let's see what difference this makes. So turn it in, be patient. [SCOFFS] I keep knocking the gearstick with my knee. Coming out of this second gear corner, I feel that I'm constantly fighting that front end. Turn it in. You have to be pretty aggressive to kill that initial understeer, and again. And then you see the car. As soon as I come back onto the power, the car is wanting to push me effectively to the outside of the circuit. And particularly on a circuit as tight and twisty as this, when you really do want to use the full extremity of the tarmac, it doesn't inspire confidence in the way that the Honda does. Also, you don't have a manual gearbox, which as fine. My god, but nor is it a double clutch transmission. It's actually a standard auto, which means it's not as quick to change. Sometimes, particularly on the downshifts, you shift, and then you kind of wait for it to happen. You get this initial push, and that will fire it out I feel like I'm working that much harder, and not, necessarily, in a good way. And I'm sorry if this is sounding really negative, because on paper, it's got so much going for it. But it's just not working for me. And earlier, I actually threw the keys to a couple of other members of the Edmunds test team for their opinion, and we all kind of came up with the same feeling. I find it, actually, quite frustrating, because as I said at the beginning, I've always liked Minis, and I really, really wanted to like this GP. But it just feels like they're trying to push their recipe a bit too far. You sometimes get into cars that are driven more by a kind of marketing demand to create some buzz and create some excitement in the media than a bunch of engineering know-how. And this car feels like that. It's somehow less than the sum of its parts. It just feels like they're stretching themselves a little bit too far. [MUSIC PLAYING] And so to the conclusion. And to be honest, I'm finding it difficult to be so hard on the Mini, because I really, really wanted to like the GP. I love mad cars, and this is certainly one of those. But we're here to be objective. And I reckon you buy that car because you must have the fastest, most expensive, arguably one of the most exclusive Minis ever built. But you don't buy it because it's a great car, because frankly, it isn't. If you really care about cars and excellence like I do-- and so does everybody else at Edmunds-- then the only choice is the Honda Civic Type R. The best just got that little bit better. To be honest, it wasn't even close.
In this comparison, Alistair Weaver pits the two hottest hatchbacks you can get against each other: the Mini John Cooper Works GP and the Honda Civic Type R.
Features & Specs
|Cooper SE 2dr Hatchback|
|MPG||N/A city / N/A hwy|
|Transmission||1-speed direct drive|
|Horsepower||181 hp @ 7000 rpm|
Our experts’ favorite Hardtop 2 Door safety features:
- Parking Assistant
- Finds an available parallel parking spot and guides the Cooper SE into the space with minimal driver input.
- Front and Rear Park Distance Control
- Sounds an alert as the Cooper SE approaches an object in front of or behind the vehicle.
- Active Cruise Control
- Automatically applies the brakes if the Cooper SE detects a collision is imminent.
The Insurance Institute of Highway Safety uses extensive crash tests to determine car safety.
|Side Impact Test|
|Roof Strength Test|
|Rear Crash Protection / Head Restraint|
|IIHS Small Overlap Front Test||Not Tested|
|Moderate Overlap Front Test|
Mini Hardtop 2 Door vs. the competition
Mini Hardtop 2 Door vs. Volkswagen Golf GTI
The Golf GTI is a more performance-focused hatchback. Like the Mini, it has a refined interior and comfortable ride quality. They differ in that the Golf GTI only comes with four doors. The GTI is comparable to the John Cooper Works. We also expect VW to introduce a redesigned GTI for the 2021 model year. Read Edmunds' long-term road test of the Volkswagen Golf GTI.
Mini Hardtop 2 Door vs. Hyundai Veloster
The Veloster's clever three-door layout provides greater access than your typical coupe, and it offers lively handling at an attractive price. The base engine lacks excitement, and the interior is less refined and premium than the Mini's. Still, there's a lot to like about the distinctive Veloster, especially in the top-performing N trim level.
Mini Hardtop 2 Door vs. Mini Hardtop 4 Door
The two-door style doesn't work for everybody. If you need more space, give the larger Hardtop 4 Door a look. In it, you'll find the same engine, transmission and available features that you would in the Hardtop 2 Door. There's also more passenger space and more cargo space.
Is the MINI Hardtop 2 Door a good car?
What's new in the 2021 MINI Hardtop 2 Door?
According to Edmunds’ car experts, here’s what’s new for the 2021 MINI Hardtop 2 Door:
- New limited-production GP trim with 301 horsepower
- Manual transmission option is back after a one-year hiatus
- Expanded availability of Oxford Edition trim level
- Part of the third Hardtop generation introduced for 2014
Is the MINI Hardtop 2 Door reliable?
Is the 2021 MINI Hardtop 2 Door a good car?
How much should I pay for a 2021 MINI Hardtop 2 Door?
The least-expensive 2021 MINI Hardtop 2 Door is the 2021 MINI Hardtop 2 Door Cooper SE 2dr Hatchback (electric DD). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $29,900.
Other versions include:
- Cooper SE 2dr Hatchback (electric DD) which starts at $29,900
What are the different models of MINI Hardtop 2 Door?
More about the 2021 MINI Hardtop 2 Door
2021 MINI Hardtop 2 Door Electric Overview
The 2021 MINI Hardtop 2 Door Electric is offered in the following styles: Cooper SE 2dr Hatchback (electric DD).
What do people think of the 2021 MINI Hardtop 2 Door Electric?
Consumer ratings and reviews are also available for the 2021 MINI Hardtop 2 Door Electric and all its trim types. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2021 Hardtop 2 Door Electric.
Edmunds Expert Reviews
Edmunds experts have compiled a robust series of ratings and reviews for the 2021 MINI Hardtop 2 Door Electric and all model years in our database. Our rich analysis includes expert reviews and recommendations for the 2021 Hardtop 2 Door Electric featuring deep dives into trim levels including Cooper SE, etc. with careful analysis around pricing, features, performance, mpg, safety, interior, and driving and performance. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.Read our full review of the 2021 MINI Hardtop 2 Door Electric here.
Our Review Process
This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.
We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.
What's a good price for a New 2021 MINI Hardtop 2 Door Electric?
2021 MINI Hardtop 2 Door Electric Cooper SE 2dr Hatchback (electric DD)Available Inventory:
We are showing 2 2021 MINI Hardtop 2 Door Electric Cooper SE 2dr Hatchback (electric DD) vehicle(s) available in the Ashburn area.
Shop with Edmunds for perks and special offers on new cars, trucks, and SUVs near Ashburn, VA. Doing so could save you hundreds or thousands of dollars. Edmunds also provides consumer-driven dealership sales and service reviews to help you make informed decisions about what cars to buy and where to buy them.
Which 2021 MINI Hardtop 2 Door Electrics are available in my area?
2021 MINI Hardtop 2 Door Electric Listings and Inventory
There are currently 4 new 2021 [object Object] Hardtop 2 Door Electrics listed for sale in your area, with list prices as low as $35,300 and mileage as low as 0 miles. Simply research the type of used car you're interested in and then select a car from our massive database to find cheap used cars for sale near you. Once you have identified a vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2021 MINI Hardtop 2 Door Electric.
Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2021 [object Object] Hardtop 2 Door Electric for sale near you.
Can't find a new 2021 MINI Hardtop 2 Door Electric Hardtop 2 Door Electric you want in your area? Consider a broader search.
Find a new MINI Hardtop 2 Door for sale - 1 great deals out of 15 listings starting at $22,402.
Find a new MINI for sale - 5 great deals out of 11 listings starting at $10,901.
Why trust Edmunds?
Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including all models of the 2021 MINI Hardtop 2 Door Electric and all available trim types: Cooper SE. Rich, trim-level features & specs and options data tracked for the 2021 MINI Hardtop 2 Door Electric include (but are not limited to): MSRP, available incentives and deals, average price paid, warranty information (basic, drivetrain, and maintenance), features (interior and exterior color, upholstery, bluetooth, navigation, cruise control, parking assistance, lane sensing, keyless ignition, satellite radio, folding rears seats,run flat tires, wheel type, tire size, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, torque, engine displacement, transmission), fuel economy and MPG (city, highway, and combined, fuel capacity, range), vehicle dimensions (interior cabin space, vehicle length and width, seating capacity, cargo space). Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, vehicle dimensions, consumer rating, edmunds expert review, safety rating, and color.
Should I lease or buy a 2021 MINI Hardtop 2 Door Electric?
Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.
Check out MINI lease specials