The new Mini special edition borrows the JCW’s suspension and brakes while keeping the 161-hp Cooper engine and a $38,225 starting price.

Mini is adding another performance-focused special edition to its lineup. The 2027 Mini 1998 GT takes the suspension and brake hardware from the hotter John Cooper Works models but keeps the standard Cooper’s 161-hp engine. The result is a less powerful alternative to the JCW with a lower starting price of $38,225.

JCW Hardware Without the Extra Power

The 1998 GT uses the same brake and suspension setup as the Mini Cooper JCW. That should give the special edition sharper handling and stronger stopping performance, even though its engine is much less powerful.

Under the hood is a turbocharged 2.0-liter four-cylinder producing 161 horsepower. Mini’s goal is to create a middle ground between the regular Cooper and the full JCW.

The 2027 Mini 1998 GT combines the Cooper’s 161-hp engine with suspension and brakes from the JCW.

The Price Is Complicated

At $38,225, the 1998 GT stays below $40,000. However, the pricing makes its position in the Mini lineup somewhat difficult.

The Cooper S costs less than $35,000 while producing 201 horsepower. Meanwhile, the JCW starts at $40,075 and delivers 228 horsepower.

That means the 1998 GT is paying a premium for its upgraded chassis rather than outright engine performance.

The Mini 1998 GT costs $38,225, positioning it between the Cooper S and John Cooper Works.

Reservations Are Open

Mini is already accepting reservations for the 1998 GT. The special edition is part of the brand’s “Icon drop” series, which will include two additional models.

The next special edition is scheduled to be revealed in October.

The 1998 GT is the latest special edition in Mini’s Icon drop series.

For the Mini 1998 GT, the appeal is clear: it brings some of the most important performance hardware from the JCW into a less powerful and slightly more affordable package. Whether buyers see that as the ideal balance will depend on how much they value handling upgrades over additional horsepower.

Honda and Aston Martin are preparing for one of Madring’s biggest challenges, with the steeply banked La Monumental putting unusual demands on the cars and power units.

The 2026 Spanish Grand Prix is bringing Formula 1 to Madring for the first time, and one corner is already standing out from the rest. La Monumental runs for more than half a kilometer and features a 24 percent banking angle. That combination creates unusual forces for the car, while the 2026 regulations add another complication through energy management. Honda and Aston Martin have spent weeks preparing for those conditions in the simulator.

Honda Is Watching the Lubrication System

Honda F1 representative Shintaro Orihara says La Monumental could be particularly demanding for the power unit. The steep banking creates both lateral and vertical G-forces, placing extra pressure on the engine’s lubrication system.

Honda therefore plans to start with a more conservative lubrication setup. The team can then reduce that margin as it gathers real-world data during the weekend.

La Monumental’s steep banking creates unusual lateral and vertical loads for the cars and power units.

Aston Martin Has Prepared for Different Grip Levels

Aston Martin has also been planning for the unknowns of a brand-new circuit. Track grip can have a major effect on how the 2026 cars recover and deploy electrical energy, so the team has studied several possible scenarios before arriving in Madrid.

Track director Mike Krack says Aston Martin and Honda have spent significant time in the simulator preparing for different levels of grip and changing conditions. That work should help the team react faster if the real track behaves differently from the forecasts.

Aston Martin and Honda have used extensive simulator work to prepare for Madring’s unpredictable conditions.

Everyone Will Start Conservatively

There is another reason for caution. Madring already produced several incidents during a Formula 3 test in August, raising questions about how aggressively F1 drivers will be able to attack the circuit from the start.

Krack expects teams to build up gradually. Drivers will first need to understand the surface, tire behavior, and car balance before pushing toward the limit.

Teams are expected to build up their pace gradually as they learn the new Madring circuit.

That makes La Monumental one of the most intriguing sections of the first Spanish Grand Prix in Madrid. Its banking, heavy G-loads, mechanical demands, and impact on energy management could make it a major factor throughout the weekend. Honda and Aston Martin know that the fastest approach may not be the most aggressive one at first. Understanding the corner will come before trying to exploit every last bit of performance.

Oscar Piastri says McLaren struggled more than expected at Madring, with severe tire graining emerging as one of the team’s biggest problems during Friday practice.

Oscar Piastri’s first Formula 1 experience at Madring has been tougher than expected. The McLaren driver finished seventh in FP2, more than half a second behind Mercedes’ Andrea Kimi Antonelli. While Piastri enjoyed the new Madrid circuit when he managed to complete a clean lap, the long runs exposed a much bigger problem. Tire management, and especially graining, quickly became a major concern.

McLaren Struggles With Long-Run Pace

Piastri admitted that McLaren was lacking pace on Friday, even though he hopes the team can make progress before qualifying. Mercedes topped both sessions, while Ferrari also showed strong pace with Charles Leclerc and Lewis Hamilton.

McLaren’s Friday was made more difficult by Lando Norris, who missed almost all of FP2 after a problem forced the team to change his gearbox. That left Piastri with most of the running needed to assess the MCL40.

Oscar Piastri finished seventh in FP2 as McLaren struggled to match Mercedes and Ferrari at Madring.

Learning Madring Is No Easy Task

The new Madrid circuit has challenged the drivers from the very first laps. Piastri said learning the layout was more difficult than at some other new venues because several corners require drivers to turn toward the barriers before quickly changing direction.

The tight walls also leave little room for mistakes. Racing Bulls rookie Arvid Lindblad became the first F1 driver to crash at Madring when he hit the wall at Turn 13 and brought out the first red flag at the circuit.

The tight walls and technical layout of Madring have made the new circuit difficult for drivers to learn.

Piastri still sees plenty to enjoy when everything comes together. He said the track becomes genuinely fun once a driver finds a strong rhythm over a complete lap.

“A Nightmare” on Race Runs

The biggest issue appeared during the longer runs.

Piastri described managing the tires through graining as “a nightmare”, with the problem appearing across several of Madring’s corners. He also believes McLaren is suffering more from the issue than some of its rivals.

The Australian expects the track to improve as more rubber builds up on the surface, but he admitted there are only a limited number of setup changes McLaren can make to fix the problem.

Severe tire graining has made McLaren’s long-run performance one of the biggest question marks at Madring.

That leaves the team with plenty of work overnight. Mercedes and Ferrari currently appear to have the advantage, while McLaren needs to determine how much of its Friday deficit comes from the car and how much can disappear as the new track evolves.