2026 Jeep Cherokee spied: A better look at forbidden hybrid SUV for Australia
Now, CarExpert has spied a development prototype just outside of Detroit, which has given us a better look at the new hybrid-powered Toyota RAV4 rival.
Official imagery didn't show the rear, but these spy photos show slim, wraparound tail lights with chunky internals, bookending a trapezoidal area containing the number plate.
The overall look is similar to that of the flagship Wagoneer and Grand Wagoneer SUVs, though while the next-generation Cherokee is more squared-off than its predecessor, it's not quite as squared-off as its larger stablemates.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The belt line is quite straight but the roof line curves gently, making it less boxy than not only the Wagoneer/Grand Wagoneer but also the old GMC Terrain you can see next to it in the below photo. There's only a slightly rounded-off kink at the D-pillar, while the wheel arches are trapezoidal.
Up front there's Jeep's seven-slot grille and slim headlights that wrap around the corners and contain U-shaped daytime running lights.
We don't yet know dimensions, though we'd expect the new Cherokee to sit somewhere between the old KL generation (4651mm) and the current two-row Grand Cherokee (4915mm) in overall length.
It's also unclear which of Stellantis' platforms it'll use: STLA Medium like vehicles including the Peugeot 3008, or STLA Large with vehicles like the Jeep Wagoneer S and Dodge Charger. Both of these platforms support pure combustion, hybrid, plug-in hybrid and electric powertrains.
The Cherokee is re-entering production late this year after an over two-year absence.
Jeep had let the previous KL generation stay in production for 10 years, then axed it without replacement despite mid-size SUVs being a huge segment in markets such as Australia and the US.
The new Cherokee will be the first to offer a hybrid powertrain, but Jeep Australia has previously told CarExpert the new Cherokee isn't planned for Australian showrooms.
This follows the local axing of the larger Jeep Grand Cherokee in right-hand drive markets earlier this year.
Taking its place instead – while also replacing the old Compass – will be the new-generation Compass. This model has grown in size and will offer electric power for the first time, and it's due here during 2026 along with the Recon and Wagoneer S electric vehicles (EVs).
The mid-size SUV segment accounted for almost a quarter of new car sales in Australia last year, with 287,637 of the total 1,237,287 total new vehicles sold bring medium SUVs.
The previous-generation KL Jeep Cherokee was sold in Australia between 2014 and 2022 with four- and six-cylinder petrol engines. Production ended globally in February 2023.
MORE: Everything Jeep Cherokee
Content originally sourced from: CarExpert.com.au
Last month, the 2026 Jeep Cherokee was teased in a pair of official images, which revealed the crisp styling of the SUV brand's revived mid-size SUV.
Now, CarExpert has spied a development prototype just outside of Detroit, which has given us a better look at the new hybrid-powered Toyota RAV4 rival.
Official imagery didn't show the rear, but these spy photos show slim, wraparound tail lights with chunky internals, bookending a trapezoidal area containing the number plate.
The overall look is similar to that of the flagship Wagoneer and Grand Wagoneer SUVs, though while the next-generation Cherokee is more squared-off than its predecessor, it's not quite as squared-off as its larger stablemates.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The belt line is quite straight but the roof line curves gently, making it less boxy than not only the Wagoneer/Grand Wagoneer but also the old GMC Terrain you can see next to it in the below photo. There's only a slightly rounded-off kink at the D-pillar, while the wheel arches are trapezoidal.
Up front there's Jeep's seven-slot grille and slim headlights that wrap around the corners and contain U-shaped daytime running lights.
We don't yet know dimensions, though we'd expect the new Cherokee to sit somewhere between the old KL generation (4651mm) and the current two-row Grand Cherokee (4915mm) in overall length.
It's also unclear which of Stellantis' platforms it'll use: STLA Medium like vehicles including the Peugeot 3008, or STLA Large with vehicles like the Jeep Wagoneer S and Dodge Charger. Both of these platforms support pure combustion, hybrid, plug-in hybrid and electric powertrains.
The Cherokee is re-entering production late this year after an over two-year absence.
Jeep had let the previous KL generation stay in production for 10 years, then axed it without replacement despite mid-size SUVs being a huge segment in markets such as Australia and the US.
The new Cherokee will be the first to offer a hybrid powertrain, but Jeep Australia has previously told CarExpert the new Cherokee isn't planned for Australian showrooms.
This follows the local axing of the larger Jeep Grand Cherokee in right-hand drive markets earlier this year.
Taking its place instead – while also replacing the old Compass – will be the new-generation Compass. This model has grown in size and will offer electric power for the first time, and it's due here during 2026 along with the Recon and Wagoneer S electric vehicles (EVs).
The mid-size SUV segment accounted for almost a quarter of new car sales in Australia last year, with 287,637 of the total 1,237,287 total new vehicles sold bring medium SUVs.
The previous-generation KL Jeep Cherokee was sold in Australia between 2014 and 2022 with four- and six-cylinder petrol engines. Production ended globally in February 2023.
MORE: Everything Jeep Cherokee
Content originally sourced from: CarExpert.com.au
Last month, the 2026 Jeep Cherokee was teased in a pair of official images, which revealed the crisp styling of the SUV brand's revived mid-size SUV.
Now, CarExpert has spied a development prototype just outside of Detroit, which has given us a better look at the new hybrid-powered Toyota RAV4 rival.
Official imagery didn't show the rear, but these spy photos show slim, wraparound tail lights with chunky internals, bookending a trapezoidal area containing the number plate.
The overall look is similar to that of the flagship Wagoneer and Grand Wagoneer SUVs, though while the next-generation Cherokee is more squared-off than its predecessor, it's not quite as squared-off as its larger stablemates.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The belt line is quite straight but the roof line curves gently, making it less boxy than not only the Wagoneer/Grand Wagoneer but also the old GMC Terrain you can see next to it in the below photo. There's only a slightly rounded-off kink at the D-pillar, while the wheel arches are trapezoidal.
Up front there's Jeep's seven-slot grille and slim headlights that wrap around the corners and contain U-shaped daytime running lights.
We don't yet know dimensions, though we'd expect the new Cherokee to sit somewhere between the old KL generation (4651mm) and the current two-row Grand Cherokee (4915mm) in overall length.
It's also unclear which of Stellantis' platforms it'll use: STLA Medium like vehicles including the Peugeot 3008, or STLA Large with vehicles like the Jeep Wagoneer S and Dodge Charger. Both of these platforms support pure combustion, hybrid, plug-in hybrid and electric powertrains.
The Cherokee is re-entering production late this year after an over two-year absence.
Jeep had let the previous KL generation stay in production for 10 years, then axed it without replacement despite mid-size SUVs being a huge segment in markets such as Australia and the US.
The new Cherokee will be the first to offer a hybrid powertrain, but Jeep Australia has previously told CarExpert the new Cherokee isn't planned for Australian showrooms.
This follows the local axing of the larger Jeep Grand Cherokee in right-hand drive markets earlier this year.
Taking its place instead – while also replacing the old Compass – will be the new-generation Compass. This model has grown in size and will offer electric power for the first time, and it's due here during 2026 along with the Recon and Wagoneer S electric vehicles (EVs).
The mid-size SUV segment accounted for almost a quarter of new car sales in Australia last year, with 287,637 of the total 1,237,287 total new vehicles sold bring medium SUVs.
The previous-generation KL Jeep Cherokee was sold in Australia between 2014 and 2022 with four- and six-cylinder petrol engines. Production ended globally in February 2023.
MORE: Everything Jeep Cherokee
Content originally sourced from: CarExpert.com.au
Last month, the 2026 Jeep Cherokee was teased in a pair of official images, which revealed the crisp styling of the SUV brand's revived mid-size SUV.
Now, CarExpert has spied a development prototype just outside of Detroit, which has given us a better look at the new hybrid-powered Toyota RAV4 rival.
Official imagery didn't show the rear, but these spy photos show slim, wraparound tail lights with chunky internals, bookending a trapezoidal area containing the number plate.
The overall look is similar to that of the flagship Wagoneer and Grand Wagoneer SUVs, though while the next-generation Cherokee is more squared-off than its predecessor, it's not quite as squared-off as its larger stablemates.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now.
The belt line is quite straight but the roof line curves gently, making it less boxy than not only the Wagoneer/Grand Wagoneer but also the old GMC Terrain you can see next to it in the below photo. There's only a slightly rounded-off kink at the D-pillar, while the wheel arches are trapezoidal.
Up front there's Jeep's seven-slot grille and slim headlights that wrap around the corners and contain U-shaped daytime running lights.
We don't yet know dimensions, though we'd expect the new Cherokee to sit somewhere between the old KL generation (4651mm) and the current two-row Grand Cherokee (4915mm) in overall length.
It's also unclear which of Stellantis' platforms it'll use: STLA Medium like vehicles including the Peugeot 3008, or STLA Large with vehicles like the Jeep Wagoneer S and Dodge Charger. Both of these platforms support pure combustion, hybrid, plug-in hybrid and electric powertrains.
The Cherokee is re-entering production late this year after an over two-year absence.
Jeep had let the previous KL generation stay in production for 10 years, then axed it without replacement despite mid-size SUVs being a huge segment in markets such as Australia and the US.
The new Cherokee will be the first to offer a hybrid powertrain, but Jeep Australia has previously told CarExpert the new Cherokee isn't planned for Australian showrooms.
This follows the local axing of the larger Jeep Grand Cherokee in right-hand drive markets earlier this year.
Taking its place instead – while also replacing the old Compass – will be the new-generation Compass. This model has grown in size and will offer electric power for the first time, and it's due here during 2026 along with the Recon and Wagoneer S electric vehicles (EVs).
The mid-size SUV segment accounted for almost a quarter of new car sales in Australia last year, with 287,637 of the total 1,237,287 total new vehicles sold bring medium SUVs.
The previous-generation KL Jeep Cherokee was sold in Australia between 2014 and 2022 with four- and six-cylinder petrol engines. Production ended globally in February 2023.
MORE: Everything Jeep Cherokee
Content originally sourced from: CarExpert.com.au
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Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from: The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from: The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from:
The Advertiser
2 days ago
- The Advertiser
2025 Mini Countryman Electric review
Mini Countryman Pros Mini Countryman Cons It's been just one year since the new Mini Countryman Electric landed in Australia, but plenty has changed in that short timeframe. The market for small electric SUVs has always been niche, but that hasn't stopped manufacturers from lobbing their latest battery-powered creations on our shores, with several fresh models arriving from all corners of the globe over the last 12 months. First there was the Kia EV3 from Korea, then came America's challenger – the Jeep Avenger. Finally, Chinese carmaker Zeekr launched the X, rounding out a diverse group of new EVs. And just like that, Mini has a fight on its hands. At this early stage, it's a fight that's well and truly in the balance. New car buyers have gravitated towards the EV3 (1153 sales) over the first six months of 2025, while Zeekr (384) and Jeep (47) haven't had the same luck with their little electric runabouts. Mini doesn't separate petrol and electric Countryman sales, but it'd be safe to assume that less than half of the 1135 examples sold were EVs. That'd leave the Countryman Electric sitting somewhere in the middle of the segment, behind the EV3 and Volvo EX30, but ahead of other small players. Is that a fair reflection of the quality of the product, despite its solid BMW iX1 roots? Or does the largest Mini ever built deserve a bigger following to match? We spent time behind the wheel of both the Countryman E and SE with this question in mind, but will mostly base our conclusions on the cheaper, single-motor variants. Pricing for electric versions of the Countryman starts from $64,990 before on-road costs, and tops out at $77,990 before on-roads. The electric range largely mirrors that of the turbo-petrol Countryman, albeit with a $14,000 to $15,000 premium. Our test vehicles for this review were the Countryman E Classic and Countryman SE Favoured, priced at $67,990 before on-road costs and $75,990 plus on-roads, respectively. To see how the Countryman stacks up against the competition, use our comparison tool Like other new Mini models, the Countryman Electric calls on fans of the badge to embrace the future, rather than live in the past. That means learning to love 9.4-inch central OLED infotainment screen, which houses 90 per cent of key vehicle functions. Gone are the buttons and switches of yesteryear, bar a few physical controls reserved for the demisters, drive modes, audio volume, and ADAS settings. Mini isn't the first manufacturer to do this, indeed most are moving towards screen-heavy, button-light interior spaces. This de-cluttering has actually made many modern car cabins less user-friendly, but it makes more sense here. After all, Mini has always championed a 'less is more' philosophy, and the tech in the new Countryman E is capable of doing the heavy lifting. The aforementioned circular infotainment display is absolutely packed with useful features, from connected services to native navigation (with live charger data), a bespoke app store, voice control, and wireless smartphone mirroring. You'll also find some less useful inclusions, like the 'let's celebrate' animation. A surplus of functionality doesn't render the infotainment system difficult to navigate, either. It's actually rather easy once you get used to the oddly-shaped screen, and all the menus load quickly. Helpful shortcuts are pinned to the base of the screen, enabling single-press access to climate settings, smartphone mirroring, the home screen, and sat nav. Better still, the countless apps are displayed in a straightforward grid layout, which is split into sub-categories. To get the best out of Mini's new infotainment system you need to set up a user profile. I found this out the hard way, as my wireless phone connection was forgotten after each drive in guest mode. It's worth taking the time to fully acquaint yourself with the ins and outs of the Countryman's control centre, not that you have much of a choice. Visually, the screen stuns with bright, vivid colours and crystal clear graphics. There's a litany of Mini Experience modes that come with their own look and feel as well as silly sounds to signify their activation, my favourite being the retro 'Timeless' experience that pays homage to the original Mini. Curiously, the outstanding infotainment offering is supported by a rather dinky little flip-up head-up display. That's right, no gauges in sight. A crisp standard audio system makes up for that to some extent, and Mini will happily sell you an upgraded set of Harmon/Kardon speakers. Just as the tech in the new Countryman Electric commands attention, the cabin design and materials are equally eye-catching. Our base E tester came trimmed in a mix of woven fabric, black leatherette and textured plastic, not to mention the array of quirky accents littered throughout the interior. It's a fun space to spend your time in, even in this drab colour scheme. By contrast, the SE we drove presented with a vibrant blue interior that elevated the space even further. If you're going to buy a Mini, you might as well take advantage of the plentiful customisation on offer. There's substance to go with the style, too. The front seats are plush enough to be comfortable over long journeys, and there are padded elbow rests on either side. Speaking of padding, the steering wheel is an uber-chunky BMW item with pronounced thumb grips, and a fetching fabric bottom spoke. Both the front pews and steering wheel are heated as standard, although you'll have to step up to the SE for electric seat adjustment. Practicality and Mini generally don't belong in the same sentence, but there's a reasonable amount of storage space on offer up front. The door bins are wider than expected, but there's no traditional centre console, which has instead been replaced by a cute little box next to your left knee. A pair of trays below the centre stack exist for the safe keeping of mobile devices, one of which doubles as a wireless charging pad. Other charging options include dual USB-C outlets and a 12V socket under the centre armrest. Moving back to the second row, it's immediately clear that the Countryman Electric is the most spacious Mini to date. Don't get me wrong, this is still a small SUV, but it's easily the best option for rusted-on Mini devotees needing a family-friendly runabout. At six-one, I was able to squeeze in behind my driving position, a process that was helped by rear doors that open wider than most. Headroom becomes an issue for those topping six-two, but even then the seats are comfortable and variants with the sunroof let in plenty of natural light. All the basic amenities are accounted for, including map pockets, a fold-down armrest, dual air vents, twin USB-C outlets, and split door bins. That's more than you get in the Avenger and EX30. The Countryman Electric also features the requisite ISOFIX and top tether points to keep child seats secure. Families will also rejoice at the 460 litres of boot space – a class-leading figure. The cargo bay is wide, flat and easily accessible via a standard powered tailgate. Should that not be enough, the rear bench folds in 40/20/40 fashion to unlock a maximum of 1450L capacity. Charging cables can be stored under the boot floor. All versions of the Mini Countryman come with a tyre repair kit in place of a spare wheel. To see how the Countryman stacks up against the competition, use our comparison tool The Mini Countryman E is powered by a single electric motor driving the front wheels, while the SE gains a rear electric motor for all-wheel drive. To see how the Countryman stacks up against the competition, use our comparison tool In both E and SE form, the Countryman proves that electric SUVs can be fun to drive. ABOVE: Countryman SE All4 And that's especially true in the city, where the Countryman absolutely thrives. Despite weighing in at around two tonnes, this not-so-mini-Mini feels appropriately agile and keen to be driven with enthusiasm, particularly in the sporty 'Go-Kart' drive mode. But unlike its Cooper and Aceman stablemates, the Countryman sports a compliant ride that doesn't punish the driver for enjoying themself. The former two can be harsh and exhausting over even relatively smooth tarmac, while the Countryman is firm but forgiving. It's certainly not floaty though – the Countryman Electric still feels like a Mini to drive, striking a sweet balance that sees it stand out from less feel-some vehicles in this segment. The steering is light but not concerningly so, the throttle pedal is progressive, and the brake pedal is short but predictable. Regenerative braking serves as an alternative to the left pedal, but I found the system to be a little jarring – letting off the accelerator cues a brief coasting period before regen kicks in very abruptly. It's a different story when it comes to picking up speed, as both powertrains are silky smooth. The Countryman E produces 150kW and 250Nm from a single electric motor driving the front wheels, while the SE packs dual electric motors that send 230kW and 494Nm to all four wheels. Many are likely to be tempted by the extra punch and grip offered by the SE, but I'd argue that the single-motor setup better suits the Mini ethos. The base E has just enough pulling power to feel brisk, but not enough to overwhelm the front wheels. There's a pronounced wave of instant electric torque from a standstill up to about 50km/h, and enough go for a 0-100km/h sprint in 8.6 seconds. Meanwhile, the SE properly pins you back in the seat at full throttle, and pulls more confidently to highway speeds. All-wheel drive also helps to put the extra power down in imperfect conditions. Is that worth the extra $5000 outlay? It seems like a good deal, but I'd happily settle for the E. Depending on your driving style – enthusiastic or relaxed – you can choose to run with Mini's synthesised powertrain soundscape on or off. That's for the best, as the spaceship noises won't be for everyone. With Mini Sound switched off, electric versions of the Countryman run in silence, free of any pronounced motor whine. However, that silence is broken once you get out on the highway. Road noise creeps in at triple-figure speeds – a common trait in smaller SUVs. But unlike some competitors, the Countryman boasts driver assist systems that actually assist rather than annoy. The semi-autonomous driving tech (standard from Classic up) is easy to use, and I never felt the need to intervene when it was active. Classic versions also get handy surround-view cameras with Parking Assistant Plus, not that the Countryman lacks visibility or is big enough to really need them. To see how the Countryman stacks up against the competition, use our comparison tool The electric Countryman range comprises four trim levels, simple right? Not particularly, as each trim grades also allows for plentiful customisation, as is the Mini way. 2025 Mini Countryman Core equipment highlights: Driving Dynamics and Technology Exterior Upholstery Infotainment Comfort and Experience Core Extras Countryman Classic adds: Exterior Classic Extras Countryman Favoured adds: Exterior Upholstery Favoured Extras JCW Sport adds: Exterior Upholstery JCW Sport Extras: To see how the Countryman stacks up against the competition, use our comparison tool All variants of the Mini Countryman were awarded a full five-star ANCAP safety rating last year. Countryman E standard safety features: Countryman E Classic adds: To see how the Countryman stacks up against the competition, use our comparison tool All Mini models are covered by a five-year, unlimited-kilometre warranty, with hybrid and electric vehicles also getting eight years of 100,000km of cover for the high-voltage battery. To see how the Countryman stacks up against the competition, use our comparison tool I approached this review with a healthy level of skepticism, but have emerged with nothing but respect for the Countryman Electric. It must be too big and heavy to drive like a proper Mini, I thought. Wrong. Surely it's too expensive to represent decent value. Wrong again. If it rides anything like the Cooper or Aceman, instant pass… but it doesn't. Somehow, Mini has managed to capture everything we love about the brand and inject it into a more mature and practical package. Better yet, it actually makes some semblance of financial sense. Hear me out here – the Countryman E Classic is priced nearly $13,000 lower than the entry-level BMW iX1, with which it shares identical underpinnings. Other Countryman E and SE rivals offer better straight-line performance and driving range, but the Mini is aimed squarely at electric SUV buyers who actually value the experience of driving, corners and all. Interested in buying a Mini Countryman? Let CarExpert find you the best deal hereMORE: Explore the Mini Countryman showroom Content originally sourced from: Countryman Pros Mini Countryman Cons It's been just one year since the new Mini Countryman Electric landed in Australia, but plenty has changed in that short timeframe. The market for small electric SUVs has always been niche, but that hasn't stopped manufacturers from lobbing their latest battery-powered creations on our shores, with several fresh models arriving from all corners of the globe over the last 12 months. First there was the Kia EV3 from Korea, then came America's challenger – the Jeep Avenger. Finally, Chinese carmaker Zeekr launched the X, rounding out a diverse group of new EVs. And just like that, Mini has a fight on its hands. At this early stage, it's a fight that's well and truly in the balance. New car buyers have gravitated towards the EV3 (1153 sales) over the first six months of 2025, while Zeekr (384) and Jeep (47) haven't had the same luck with their little electric runabouts. Mini doesn't separate petrol and electric Countryman sales, but it'd be safe to assume that less than half of the 1135 examples sold were EVs. That'd leave the Countryman Electric sitting somewhere in the middle of the segment, behind the EV3 and Volvo EX30, but ahead of other small players. Is that a fair reflection of the quality of the product, despite its solid BMW iX1 roots? Or does the largest Mini ever built deserve a bigger following to match? We spent time behind the wheel of both the Countryman E and SE with this question in mind, but will mostly base our conclusions on the cheaper, single-motor variants. Pricing for electric versions of the Countryman starts from $64,990 before on-road costs, and tops out at $77,990 before on-roads. The electric range largely mirrors that of the turbo-petrol Countryman, albeit with a $14,000 to $15,000 premium. Our test vehicles for this review were the Countryman E Classic and Countryman SE Favoured, priced at $67,990 before on-road costs and $75,990 plus on-roads, respectively. To see how the Countryman stacks up against the competition, use our comparison tool Like other new Mini models, the Countryman Electric calls on fans of the badge to embrace the future, rather than live in the past. That means learning to love 9.4-inch central OLED infotainment screen, which houses 90 per cent of key vehicle functions. Gone are the buttons and switches of yesteryear, bar a few physical controls reserved for the demisters, drive modes, audio volume, and ADAS settings. Mini isn't the first manufacturer to do this, indeed most are moving towards screen-heavy, button-light interior spaces. This de-cluttering has actually made many modern car cabins less user-friendly, but it makes more sense here. After all, Mini has always championed a 'less is more' philosophy, and the tech in the new Countryman E is capable of doing the heavy lifting. The aforementioned circular infotainment display is absolutely packed with useful features, from connected services to native navigation (with live charger data), a bespoke app store, voice control, and wireless smartphone mirroring. You'll also find some less useful inclusions, like the 'let's celebrate' animation. A surplus of functionality doesn't render the infotainment system difficult to navigate, either. It's actually rather easy once you get used to the oddly-shaped screen, and all the menus load quickly. Helpful shortcuts are pinned to the base of the screen, enabling single-press access to climate settings, smartphone mirroring, the home screen, and sat nav. Better still, the countless apps are displayed in a straightforward grid layout, which is split into sub-categories. To get the best out of Mini's new infotainment system you need to set up a user profile. I found this out the hard way, as my wireless phone connection was forgotten after each drive in guest mode. It's worth taking the time to fully acquaint yourself with the ins and outs of the Countryman's control centre, not that you have much of a choice. Visually, the screen stuns with bright, vivid colours and crystal clear graphics. There's a litany of Mini Experience modes that come with their own look and feel as well as silly sounds to signify their activation, my favourite being the retro 'Timeless' experience that pays homage to the original Mini. Curiously, the outstanding infotainment offering is supported by a rather dinky little flip-up head-up display. That's right, no gauges in sight. A crisp standard audio system makes up for that to some extent, and Mini will happily sell you an upgraded set of Harmon/Kardon speakers. Just as the tech in the new Countryman Electric commands attention, the cabin design and materials are equally eye-catching. Our base E tester came trimmed in a mix of woven fabric, black leatherette and textured plastic, not to mention the array of quirky accents littered throughout the interior. It's a fun space to spend your time in, even in this drab colour scheme. By contrast, the SE we drove presented with a vibrant blue interior that elevated the space even further. If you're going to buy a Mini, you might as well take advantage of the plentiful customisation on offer. There's substance to go with the style, too. The front seats are plush enough to be comfortable over long journeys, and there are padded elbow rests on either side. Speaking of padding, the steering wheel is an uber-chunky BMW item with pronounced thumb grips, and a fetching fabric bottom spoke. Both the front pews and steering wheel are heated as standard, although you'll have to step up to the SE for electric seat adjustment. Practicality and Mini generally don't belong in the same sentence, but there's a reasonable amount of storage space on offer up front. The door bins are wider than expected, but there's no traditional centre console, which has instead been replaced by a cute little box next to your left knee. A pair of trays below the centre stack exist for the safe keeping of mobile devices, one of which doubles as a wireless charging pad. Other charging options include dual USB-C outlets and a 12V socket under the centre armrest. Moving back to the second row, it's immediately clear that the Countryman Electric is the most spacious Mini to date. Don't get me wrong, this is still a small SUV, but it's easily the best option for rusted-on Mini devotees needing a family-friendly runabout. At six-one, I was able to squeeze in behind my driving position, a process that was helped by rear doors that open wider than most. Headroom becomes an issue for those topping six-two, but even then the seats are comfortable and variants with the sunroof let in plenty of natural light. All the basic amenities are accounted for, including map pockets, a fold-down armrest, dual air vents, twin USB-C outlets, and split door bins. That's more than you get in the Avenger and EX30. The Countryman Electric also features the requisite ISOFIX and top tether points to keep child seats secure. Families will also rejoice at the 460 litres of boot space – a class-leading figure. The cargo bay is wide, flat and easily accessible via a standard powered tailgate. Should that not be enough, the rear bench folds in 40/20/40 fashion to unlock a maximum of 1450L capacity. Charging cables can be stored under the boot floor. All versions of the Mini Countryman come with a tyre repair kit in place of a spare wheel. To see how the Countryman stacks up against the competition, use our comparison tool The Mini Countryman E is powered by a single electric motor driving the front wheels, while the SE gains a rear electric motor for all-wheel drive. To see how the Countryman stacks up against the competition, use our comparison tool In both E and SE form, the Countryman proves that electric SUVs can be fun to drive. ABOVE: Countryman SE All4 And that's especially true in the city, where the Countryman absolutely thrives. Despite weighing in at around two tonnes, this not-so-mini-Mini feels appropriately agile and keen to be driven with enthusiasm, particularly in the sporty 'Go-Kart' drive mode. But unlike its Cooper and Aceman stablemates, the Countryman sports a compliant ride that doesn't punish the driver for enjoying themself. The former two can be harsh and exhausting over even relatively smooth tarmac, while the Countryman is firm but forgiving. It's certainly not floaty though – the Countryman Electric still feels like a Mini to drive, striking a sweet balance that sees it stand out from less feel-some vehicles in this segment. The steering is light but not concerningly so, the throttle pedal is progressive, and the brake pedal is short but predictable. Regenerative braking serves as an alternative to the left pedal, but I found the system to be a little jarring – letting off the accelerator cues a brief coasting period before regen kicks in very abruptly. It's a different story when it comes to picking up speed, as both powertrains are silky smooth. The Countryman E produces 150kW and 250Nm from a single electric motor driving the front wheels, while the SE packs dual electric motors that send 230kW and 494Nm to all four wheels. Many are likely to be tempted by the extra punch and grip offered by the SE, but I'd argue that the single-motor setup better suits the Mini ethos. The base E has just enough pulling power to feel brisk, but not enough to overwhelm the front wheels. There's a pronounced wave of instant electric torque from a standstill up to about 50km/h, and enough go for a 0-100km/h sprint in 8.6 seconds. Meanwhile, the SE properly pins you back in the seat at full throttle, and pulls more confidently to highway speeds. All-wheel drive also helps to put the extra power down in imperfect conditions. Is that worth the extra $5000 outlay? It seems like a good deal, but I'd happily settle for the E. Depending on your driving style – enthusiastic or relaxed – you can choose to run with Mini's synthesised powertrain soundscape on or off. That's for the best, as the spaceship noises won't be for everyone. With Mini Sound switched off, electric versions of the Countryman run in silence, free of any pronounced motor whine. However, that silence is broken once you get out on the highway. Road noise creeps in at triple-figure speeds – a common trait in smaller SUVs. But unlike some competitors, the Countryman boasts driver assist systems that actually assist rather than annoy. The semi-autonomous driving tech (standard from Classic up) is easy to use, and I never felt the need to intervene when it was active. Classic versions also get handy surround-view cameras with Parking Assistant Plus, not that the Countryman lacks visibility or is big enough to really need them. To see how the Countryman stacks up against the competition, use our comparison tool The electric Countryman range comprises four trim levels, simple right? Not particularly, as each trim grades also allows for plentiful customisation, as is the Mini way. 2025 Mini Countryman Core equipment highlights: Driving Dynamics and Technology Exterior Upholstery Infotainment Comfort and Experience Core Extras Countryman Classic adds: Exterior Classic Extras Countryman Favoured adds: Exterior Upholstery Favoured Extras JCW Sport adds: Exterior Upholstery JCW Sport Extras: To see how the Countryman stacks up against the competition, use our comparison tool All variants of the Mini Countryman were awarded a full five-star ANCAP safety rating last year. Countryman E standard safety features: Countryman E Classic adds: To see how the Countryman stacks up against the competition, use our comparison tool All Mini models are covered by a five-year, unlimited-kilometre warranty, with hybrid and electric vehicles also getting eight years of 100,000km of cover for the high-voltage battery. To see how the Countryman stacks up against the competition, use our comparison tool I approached this review with a healthy level of skepticism, but have emerged with nothing but respect for the Countryman Electric. It must be too big and heavy to drive like a proper Mini, I thought. Wrong. Surely it's too expensive to represent decent value. Wrong again. If it rides anything like the Cooper or Aceman, instant pass… but it doesn't. Somehow, Mini has managed to capture everything we love about the brand and inject it into a more mature and practical package. Better yet, it actually makes some semblance of financial sense. Hear me out here – the Countryman E Classic is priced nearly $13,000 lower than the entry-level BMW iX1, with which it shares identical underpinnings. Other Countryman E and SE rivals offer better straight-line performance and driving range, but the Mini is aimed squarely at electric SUV buyers who actually value the experience of driving, corners and all. Interested in buying a Mini Countryman? Let CarExpert find you the best deal hereMORE: Explore the Mini Countryman showroom Content originally sourced from: Countryman Pros Mini Countryman Cons It's been just one year since the new Mini Countryman Electric landed in Australia, but plenty has changed in that short timeframe. The market for small electric SUVs has always been niche, but that hasn't stopped manufacturers from lobbing their latest battery-powered creations on our shores, with several fresh models arriving from all corners of the globe over the last 12 months. First there was the Kia EV3 from Korea, then came America's challenger – the Jeep Avenger. Finally, Chinese carmaker Zeekr launched the X, rounding out a diverse group of new EVs. And just like that, Mini has a fight on its hands. At this early stage, it's a fight that's well and truly in the balance. New car buyers have gravitated towards the EV3 (1153 sales) over the first six months of 2025, while Zeekr (384) and Jeep (47) haven't had the same luck with their little electric runabouts. Mini doesn't separate petrol and electric Countryman sales, but it'd be safe to assume that less than half of the 1135 examples sold were EVs. That'd leave the Countryman Electric sitting somewhere in the middle of the segment, behind the EV3 and Volvo EX30, but ahead of other small players. Is that a fair reflection of the quality of the product, despite its solid BMW iX1 roots? Or does the largest Mini ever built deserve a bigger following to match? We spent time behind the wheel of both the Countryman E and SE with this question in mind, but will mostly base our conclusions on the cheaper, single-motor variants. Pricing for electric versions of the Countryman starts from $64,990 before on-road costs, and tops out at $77,990 before on-roads. The electric range largely mirrors that of the turbo-petrol Countryman, albeit with a $14,000 to $15,000 premium. Our test vehicles for this review were the Countryman E Classic and Countryman SE Favoured, priced at $67,990 before on-road costs and $75,990 plus on-roads, respectively. To see how the Countryman stacks up against the competition, use our comparison tool Like other new Mini models, the Countryman Electric calls on fans of the badge to embrace the future, rather than live in the past. That means learning to love 9.4-inch central OLED infotainment screen, which houses 90 per cent of key vehicle functions. Gone are the buttons and switches of yesteryear, bar a few physical controls reserved for the demisters, drive modes, audio volume, and ADAS settings. Mini isn't the first manufacturer to do this, indeed most are moving towards screen-heavy, button-light interior spaces. This de-cluttering has actually made many modern car cabins less user-friendly, but it makes more sense here. After all, Mini has always championed a 'less is more' philosophy, and the tech in the new Countryman E is capable of doing the heavy lifting. The aforementioned circular infotainment display is absolutely packed with useful features, from connected services to native navigation (with live charger data), a bespoke app store, voice control, and wireless smartphone mirroring. You'll also find some less useful inclusions, like the 'let's celebrate' animation. A surplus of functionality doesn't render the infotainment system difficult to navigate, either. It's actually rather easy once you get used to the oddly-shaped screen, and all the menus load quickly. Helpful shortcuts are pinned to the base of the screen, enabling single-press access to climate settings, smartphone mirroring, the home screen, and sat nav. Better still, the countless apps are displayed in a straightforward grid layout, which is split into sub-categories. To get the best out of Mini's new infotainment system you need to set up a user profile. I found this out the hard way, as my wireless phone connection was forgotten after each drive in guest mode. It's worth taking the time to fully acquaint yourself with the ins and outs of the Countryman's control centre, not that you have much of a choice. Visually, the screen stuns with bright, vivid colours and crystal clear graphics. There's a litany of Mini Experience modes that come with their own look and feel as well as silly sounds to signify their activation, my favourite being the retro 'Timeless' experience that pays homage to the original Mini. Curiously, the outstanding infotainment offering is supported by a rather dinky little flip-up head-up display. That's right, no gauges in sight. A crisp standard audio system makes up for that to some extent, and Mini will happily sell you an upgraded set of Harmon/Kardon speakers. Just as the tech in the new Countryman Electric commands attention, the cabin design and materials are equally eye-catching. Our base E tester came trimmed in a mix of woven fabric, black leatherette and textured plastic, not to mention the array of quirky accents littered throughout the interior. It's a fun space to spend your time in, even in this drab colour scheme. By contrast, the SE we drove presented with a vibrant blue interior that elevated the space even further. If you're going to buy a Mini, you might as well take advantage of the plentiful customisation on offer. There's substance to go with the style, too. The front seats are plush enough to be comfortable over long journeys, and there are padded elbow rests on either side. Speaking of padding, the steering wheel is an uber-chunky BMW item with pronounced thumb grips, and a fetching fabric bottom spoke. Both the front pews and steering wheel are heated as standard, although you'll have to step up to the SE for electric seat adjustment. Practicality and Mini generally don't belong in the same sentence, but there's a reasonable amount of storage space on offer up front. The door bins are wider than expected, but there's no traditional centre console, which has instead been replaced by a cute little box next to your left knee. A pair of trays below the centre stack exist for the safe keeping of mobile devices, one of which doubles as a wireless charging pad. Other charging options include dual USB-C outlets and a 12V socket under the centre armrest. Moving back to the second row, it's immediately clear that the Countryman Electric is the most spacious Mini to date. Don't get me wrong, this is still a small SUV, but it's easily the best option for rusted-on Mini devotees needing a family-friendly runabout. At six-one, I was able to squeeze in behind my driving position, a process that was helped by rear doors that open wider than most. Headroom becomes an issue for those topping six-two, but even then the seats are comfortable and variants with the sunroof let in plenty of natural light. All the basic amenities are accounted for, including map pockets, a fold-down armrest, dual air vents, twin USB-C outlets, and split door bins. That's more than you get in the Avenger and EX30. The Countryman Electric also features the requisite ISOFIX and top tether points to keep child seats secure. Families will also rejoice at the 460 litres of boot space – a class-leading figure. The cargo bay is wide, flat and easily accessible via a standard powered tailgate. Should that not be enough, the rear bench folds in 40/20/40 fashion to unlock a maximum of 1450L capacity. Charging cables can be stored under the boot floor. All versions of the Mini Countryman come with a tyre repair kit in place of a spare wheel. To see how the Countryman stacks up against the competition, use our comparison tool The Mini Countryman E is powered by a single electric motor driving the front wheels, while the SE gains a rear electric motor for all-wheel drive. To see how the Countryman stacks up against the competition, use our comparison tool In both E and SE form, the Countryman proves that electric SUVs can be fun to drive. ABOVE: Countryman SE All4 And that's especially true in the city, where the Countryman absolutely thrives. Despite weighing in at around two tonnes, this not-so-mini-Mini feels appropriately agile and keen to be driven with enthusiasm, particularly in the sporty 'Go-Kart' drive mode. But unlike its Cooper and Aceman stablemates, the Countryman sports a compliant ride that doesn't punish the driver for enjoying themself. The former two can be harsh and exhausting over even relatively smooth tarmac, while the Countryman is firm but forgiving. It's certainly not floaty though – the Countryman Electric still feels like a Mini to drive, striking a sweet balance that sees it stand out from less feel-some vehicles in this segment. The steering is light but not concerningly so, the throttle pedal is progressive, and the brake pedal is short but predictable. Regenerative braking serves as an alternative to the left pedal, but I found the system to be a little jarring – letting off the accelerator cues a brief coasting period before regen kicks in very abruptly. It's a different story when it comes to picking up speed, as both powertrains are silky smooth. The Countryman E produces 150kW and 250Nm from a single electric motor driving the front wheels, while the SE packs dual electric motors that send 230kW and 494Nm to all four wheels. Many are likely to be tempted by the extra punch and grip offered by the SE, but I'd argue that the single-motor setup better suits the Mini ethos. The base E has just enough pulling power to feel brisk, but not enough to overwhelm the front wheels. There's a pronounced wave of instant electric torque from a standstill up to about 50km/h, and enough go for a 0-100km/h sprint in 8.6 seconds. Meanwhile, the SE properly pins you back in the seat at full throttle, and pulls more confidently to highway speeds. All-wheel drive also helps to put the extra power down in imperfect conditions. Is that worth the extra $5000 outlay? It seems like a good deal, but I'd happily settle for the E. Depending on your driving style – enthusiastic or relaxed – you can choose to run with Mini's synthesised powertrain soundscape on or off. That's for the best, as the spaceship noises won't be for everyone. With Mini Sound switched off, electric versions of the Countryman run in silence, free of any pronounced motor whine. However, that silence is broken once you get out on the highway. Road noise creeps in at triple-figure speeds – a common trait in smaller SUVs. But unlike some competitors, the Countryman boasts driver assist systems that actually assist rather than annoy. The semi-autonomous driving tech (standard from Classic up) is easy to use, and I never felt the need to intervene when it was active. Classic versions also get handy surround-view cameras with Parking Assistant Plus, not that the Countryman lacks visibility or is big enough to really need them. To see how the Countryman stacks up against the competition, use our comparison tool The electric Countryman range comprises four trim levels, simple right? Not particularly, as each trim grades also allows for plentiful customisation, as is the Mini way. 2025 Mini Countryman Core equipment highlights: Driving Dynamics and Technology Exterior Upholstery Infotainment Comfort and Experience Core Extras Countryman Classic adds: Exterior Classic Extras Countryman Favoured adds: Exterior Upholstery Favoured Extras JCW Sport adds: Exterior Upholstery JCW Sport Extras: To see how the Countryman stacks up against the competition, use our comparison tool All variants of the Mini Countryman were awarded a full five-star ANCAP safety rating last year. Countryman E standard safety features: Countryman E Classic adds: To see how the Countryman stacks up against the competition, use our comparison tool All Mini models are covered by a five-year, unlimited-kilometre warranty, with hybrid and electric vehicles also getting eight years of 100,000km of cover for the high-voltage battery. To see how the Countryman stacks up against the competition, use our comparison tool I approached this review with a healthy level of skepticism, but have emerged with nothing but respect for the Countryman Electric. It must be too big and heavy to drive like a proper Mini, I thought. Wrong. Surely it's too expensive to represent decent value. Wrong again. If it rides anything like the Cooper or Aceman, instant pass… but it doesn't. Somehow, Mini has managed to capture everything we love about the brand and inject it into a more mature and practical package. Better yet, it actually makes some semblance of financial sense. Hear me out here – the Countryman E Classic is priced nearly $13,000 lower than the entry-level BMW iX1, with which it shares identical underpinnings. Other Countryman E and SE rivals offer better straight-line performance and driving range, but the Mini is aimed squarely at electric SUV buyers who actually value the experience of driving, corners and all. Interested in buying a Mini Countryman? Let CarExpert find you the best deal hereMORE: Explore the Mini Countryman showroom Content originally sourced from: Countryman Pros Mini Countryman Cons It's been just one year since the new Mini Countryman Electric landed in Australia, but plenty has changed in that short timeframe. The market for small electric SUVs has always been niche, but that hasn't stopped manufacturers from lobbing their latest battery-powered creations on our shores, with several fresh models arriving from all corners of the globe over the last 12 months. First there was the Kia EV3 from Korea, then came America's challenger – the Jeep Avenger. Finally, Chinese carmaker Zeekr launched the X, rounding out a diverse group of new EVs. And just like that, Mini has a fight on its hands. At this early stage, it's a fight that's well and truly in the balance. New car buyers have gravitated towards the EV3 (1153 sales) over the first six months of 2025, while Zeekr (384) and Jeep (47) haven't had the same luck with their little electric runabouts. Mini doesn't separate petrol and electric Countryman sales, but it'd be safe to assume that less than half of the 1135 examples sold were EVs. That'd leave the Countryman Electric sitting somewhere in the middle of the segment, behind the EV3 and Volvo EX30, but ahead of other small players. Is that a fair reflection of the quality of the product, despite its solid BMW iX1 roots? Or does the largest Mini ever built deserve a bigger following to match? We spent time behind the wheel of both the Countryman E and SE with this question in mind, but will mostly base our conclusions on the cheaper, single-motor variants. Pricing for electric versions of the Countryman starts from $64,990 before on-road costs, and tops out at $77,990 before on-roads. The electric range largely mirrors that of the turbo-petrol Countryman, albeit with a $14,000 to $15,000 premium. Our test vehicles for this review were the Countryman E Classic and Countryman SE Favoured, priced at $67,990 before on-road costs and $75,990 plus on-roads, respectively. To see how the Countryman stacks up against the competition, use our comparison tool Like other new Mini models, the Countryman Electric calls on fans of the badge to embrace the future, rather than live in the past. That means learning to love 9.4-inch central OLED infotainment screen, which houses 90 per cent of key vehicle functions. Gone are the buttons and switches of yesteryear, bar a few physical controls reserved for the demisters, drive modes, audio volume, and ADAS settings. Mini isn't the first manufacturer to do this, indeed most are moving towards screen-heavy, button-light interior spaces. This de-cluttering has actually made many modern car cabins less user-friendly, but it makes more sense here. After all, Mini has always championed a 'less is more' philosophy, and the tech in the new Countryman E is capable of doing the heavy lifting. The aforementioned circular infotainment display is absolutely packed with useful features, from connected services to native navigation (with live charger data), a bespoke app store, voice control, and wireless smartphone mirroring. You'll also find some less useful inclusions, like the 'let's celebrate' animation. A surplus of functionality doesn't render the infotainment system difficult to navigate, either. It's actually rather easy once you get used to the oddly-shaped screen, and all the menus load quickly. Helpful shortcuts are pinned to the base of the screen, enabling single-press access to climate settings, smartphone mirroring, the home screen, and sat nav. Better still, the countless apps are displayed in a straightforward grid layout, which is split into sub-categories. To get the best out of Mini's new infotainment system you need to set up a user profile. I found this out the hard way, as my wireless phone connection was forgotten after each drive in guest mode. It's worth taking the time to fully acquaint yourself with the ins and outs of the Countryman's control centre, not that you have much of a choice. Visually, the screen stuns with bright, vivid colours and crystal clear graphics. There's a litany of Mini Experience modes that come with their own look and feel as well as silly sounds to signify their activation, my favourite being the retro 'Timeless' experience that pays homage to the original Mini. Curiously, the outstanding infotainment offering is supported by a rather dinky little flip-up head-up display. That's right, no gauges in sight. A crisp standard audio system makes up for that to some extent, and Mini will happily sell you an upgraded set of Harmon/Kardon speakers. Just as the tech in the new Countryman Electric commands attention, the cabin design and materials are equally eye-catching. Our base E tester came trimmed in a mix of woven fabric, black leatherette and textured plastic, not to mention the array of quirky accents littered throughout the interior. It's a fun space to spend your time in, even in this drab colour scheme. By contrast, the SE we drove presented with a vibrant blue interior that elevated the space even further. If you're going to buy a Mini, you might as well take advantage of the plentiful customisation on offer. There's substance to go with the style, too. The front seats are plush enough to be comfortable over long journeys, and there are padded elbow rests on either side. Speaking of padding, the steering wheel is an uber-chunky BMW item with pronounced thumb grips, and a fetching fabric bottom spoke. Both the front pews and steering wheel are heated as standard, although you'll have to step up to the SE for electric seat adjustment. Practicality and Mini generally don't belong in the same sentence, but there's a reasonable amount of storage space on offer up front. The door bins are wider than expected, but there's no traditional centre console, which has instead been replaced by a cute little box next to your left knee. A pair of trays below the centre stack exist for the safe keeping of mobile devices, one of which doubles as a wireless charging pad. Other charging options include dual USB-C outlets and a 12V socket under the centre armrest. Moving back to the second row, it's immediately clear that the Countryman Electric is the most spacious Mini to date. Don't get me wrong, this is still a small SUV, but it's easily the best option for rusted-on Mini devotees needing a family-friendly runabout. At six-one, I was able to squeeze in behind my driving position, a process that was helped by rear doors that open wider than most. Headroom becomes an issue for those topping six-two, but even then the seats are comfortable and variants with the sunroof let in plenty of natural light. All the basic amenities are accounted for, including map pockets, a fold-down armrest, dual air vents, twin USB-C outlets, and split door bins. That's more than you get in the Avenger and EX30. The Countryman Electric also features the requisite ISOFIX and top tether points to keep child seats secure. Families will also rejoice at the 460 litres of boot space – a class-leading figure. The cargo bay is wide, flat and easily accessible via a standard powered tailgate. Should that not be enough, the rear bench folds in 40/20/40 fashion to unlock a maximum of 1450L capacity. Charging cables can be stored under the boot floor. All versions of the Mini Countryman come with a tyre repair kit in place of a spare wheel. To see how the Countryman stacks up against the competition, use our comparison tool The Mini Countryman E is powered by a single electric motor driving the front wheels, while the SE gains a rear electric motor for all-wheel drive. To see how the Countryman stacks up against the competition, use our comparison tool In both E and SE form, the Countryman proves that electric SUVs can be fun to drive. ABOVE: Countryman SE All4 And that's especially true in the city, where the Countryman absolutely thrives. Despite weighing in at around two tonnes, this not-so-mini-Mini feels appropriately agile and keen to be driven with enthusiasm, particularly in the sporty 'Go-Kart' drive mode. But unlike its Cooper and Aceman stablemates, the Countryman sports a compliant ride that doesn't punish the driver for enjoying themself. The former two can be harsh and exhausting over even relatively smooth tarmac, while the Countryman is firm but forgiving. It's certainly not floaty though – the Countryman Electric still feels like a Mini to drive, striking a sweet balance that sees it stand out from less feel-some vehicles in this segment. The steering is light but not concerningly so, the throttle pedal is progressive, and the brake pedal is short but predictable. Regenerative braking serves as an alternative to the left pedal, but I found the system to be a little jarring – letting off the accelerator cues a brief coasting period before regen kicks in very abruptly. It's a different story when it comes to picking up speed, as both powertrains are silky smooth. The Countryman E produces 150kW and 250Nm from a single electric motor driving the front wheels, while the SE packs dual electric motors that send 230kW and 494Nm to all four wheels. Many are likely to be tempted by the extra punch and grip offered by the SE, but I'd argue that the single-motor setup better suits the Mini ethos. The base E has just enough pulling power to feel brisk, but not enough to overwhelm the front wheels. There's a pronounced wave of instant electric torque from a standstill up to about 50km/h, and enough go for a 0-100km/h sprint in 8.6 seconds. Meanwhile, the SE properly pins you back in the seat at full throttle, and pulls more confidently to highway speeds. All-wheel drive also helps to put the extra power down in imperfect conditions. Is that worth the extra $5000 outlay? It seems like a good deal, but I'd happily settle for the E. Depending on your driving style – enthusiastic or relaxed – you can choose to run with Mini's synthesised powertrain soundscape on or off. That's for the best, as the spaceship noises won't be for everyone. With Mini Sound switched off, electric versions of the Countryman run in silence, free of any pronounced motor whine. However, that silence is broken once you get out on the highway. Road noise creeps in at triple-figure speeds – a common trait in smaller SUVs. But unlike some competitors, the Countryman boasts driver assist systems that actually assist rather than annoy. The semi-autonomous driving tech (standard from Classic up) is easy to use, and I never felt the need to intervene when it was active. Classic versions also get handy surround-view cameras with Parking Assistant Plus, not that the Countryman lacks visibility or is big enough to really need them. To see how the Countryman stacks up against the competition, use our comparison tool The electric Countryman range comprises four trim levels, simple right? Not particularly, as each trim grades also allows for plentiful customisation, as is the Mini way. 2025 Mini Countryman Core equipment highlights: Driving Dynamics and Technology Exterior Upholstery Infotainment Comfort and Experience Core Extras Countryman Classic adds: Exterior Classic Extras Countryman Favoured adds: Exterior Upholstery Favoured Extras JCW Sport adds: Exterior Upholstery JCW Sport Extras: To see how the Countryman stacks up against the competition, use our comparison tool All variants of the Mini Countryman were awarded a full five-star ANCAP safety rating last year. Countryman E standard safety features: Countryman E Classic adds: To see how the Countryman stacks up against the competition, use our comparison tool All Mini models are covered by a five-year, unlimited-kilometre warranty, with hybrid and electric vehicles also getting eight years of 100,000km of cover for the high-voltage battery. To see how the Countryman stacks up against the competition, use our comparison tool I approached this review with a healthy level of skepticism, but have emerged with nothing but respect for the Countryman Electric. It must be too big and heavy to drive like a proper Mini, I thought. Wrong. Surely it's too expensive to represent decent value. Wrong again. If it rides anything like the Cooper or Aceman, instant pass… but it doesn't. Somehow, Mini has managed to capture everything we love about the brand and inject it into a more mature and practical package. Better yet, it actually makes some semblance of financial sense. Hear me out here – the Countryman E Classic is priced nearly $13,000 lower than the entry-level BMW iX1, with which it shares identical underpinnings. Other Countryman E and SE rivals offer better straight-line performance and driving range, but the Mini is aimed squarely at electric SUV buyers who actually value the experience of driving, corners and all. Interested in buying a Mini Countryman? Let CarExpert find you the best deal hereMORE: Explore the Mini Countryman showroom Content originally sourced from:
