This small but perfectly formed SUV is the perfect entry-level EV
What does it cost? The EV3's four-car range starts at $47,600 plus on-road costs. The top version, the GT-Line Long Range (as sampled here), is priced from $63,950 plus on-road costs. All carry a seven-year warranty.
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Perth Now
4 days ago
- Perth Now
2025 Audi e-tron GT review
Just like his suit, Iron Man's car eventually needs upgrades. 2025 Audi e-tron GT Credit: CarExpert Pictured: RS e-tron GT performance The achingly beautiful Audi e-tron GT could perhaps lay claim to the title of most attractive electric vehicle (EV), even more so than its Porsche Taycan sibling. While its underpinnings and componentry are shared with its in-house rival from Stuttgart, Audi's take on the electric performance GT is far more restrained and classic. You'd perhaps mistake it for a combustion-powered vehicle if you didn't know what it was at first glance. It was already potent in its original form, namely the RS e-tron GT flagship with its mammoth 430kW/830Nm dual-motor drivetrain that makes it good for a 3.3-second blast from 0-100km/h and a top whack of 250km/h. Now, it's even meaner. Sitting atop the subtly revised range is a new flagship RS e-tron GT performance, which is hypercar-quick. Now boasting 680kW/1027Nm when using launch control, the Audi EV will scoot to triple figures in just 2.5 seconds – yep, you read that right, it's as quick as a Bugatti Veyron. 2025 Audi e-tron GT Credit: CarExpert In fact, even the new 'base' S e-tron GT has more performance than the old RS flagship for significantly less money. But Audi's new flagship electric GT cannot be considered 'cheap'. The price of entry has risen by nearly $30,000, and the RS performance hero eclipses $300,000. Does the second iteration of Audi's handsome electric performance flagship deserve your attention at this end of the market? Or are you better off visiting a Porsche showroom? We joined the Australian media launch in Queensland to find out. The price of entry to the e-tron GT family has risen by nearly $30,000, though this has been offset by substantial increases to performance and standard equipment – the S e-tron GT is more powerful than the old RS e-tron GT, for example. 2025 Audi e-tron GT Credit: CarExpert Worth noting is the discrepancy in pricing versus the equivalent Taycan, which was already a selling point for the Audi before this update. For example, the RS e-tron GT performance is equivalent to the 640kW/1100Nm Taycan Turbo S, though the Porsche in that trim starts from $376,600 before on-road costs and options. At the lower end of the range, S e-tron GT money will get you into a Taycan 4S (from $215,700) with similar performance, but requires quite a few option boxes ticked to match the Audi's standard specification. Other rivals include the less sexy BMW i5 M60 xDrive (from $215,900) though that's still slower than even the base S e-tron GT, and it's a similar story for the Mercedes-AMG EQE53 (from $217,000). To see how the Audi e-tron GT lines up against the competition, check out our comparison tool Like the exterior, the changes inside the cabin of the e-tron GT are rather subtle. 2025 Audi e-tron GT Credit: CarExpert Above: RS e-tron GT performance The general architecture and layout is pretty much the same, with some detail and software changes to bring Audi's flagship EV GT into line with other updated models in the range – think Q7 and Q8, for example. A new steering wheel sits ahead of the driver, which brings fingerprint-prone piano black haptic keys for the multifunction shortcuts. While I've long lamented these kinds of buttons in other Volkswagen W Group vehicles, the Audi ones are arguably the best of a fiddly breed. The clicky feedback is reminiscent of the brand's tactile physical switchgear, and their layout and placement doesn't elicit many mis-presses like we've experienced in, say, the Mk8 Volkswagen Golf. You'll also notice the flat top and bottom of the new tiller, which is trimmed in either lovely leather or Dinamica suede depending on the variant and option pack chosen. RS variants also boast RS and Boost satellite buttons, which we'll get to in a little bit. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert Above: RS e-tron GT Up front, all e-tron GT models are fitted with 19-way electrically adjustable front seats upholstered in fine Nappa leather. Lovely. Drivers are also treated to a memory function, which works a treat if you're sharing your GT with a spouse or another regular driver. Despite its future-facing drivetrain, the rest of the cabin is very conventional and typical Audi. The in-car displays are nicely integrated into the dashboard like you'd expect in a normal car, and there are lovely stitching, upholstery and trim accent details that are befitting of such an expensive vehicle. In the RS e-tron GT performance you can also opt for the eye-catching 'matte carbon camouflage' trim that has a chopped marble-like effect. It's an acquired taste given the majority of other journos at the launch didn't like it, but paired with the right colour and trim specification I think it's quite cool. While it's all very classic and functional in here, storage could be better and no doubt there will be people who'll argue the e-tron GT's cabin is too plain for a vehicle at this price and performance level. Compared with the Taycan, it doesn't do a whole lot to 'wow' you, instead leaning more towards making you feel comfortable and familiarised from your first sit. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert It's a similar story for the MMI touch and virtual cockpit displays, which at 10.1 and 12.3-inches apiece might be on the smaller side of what's expected in the upper luxury car segments, particularly for EVs. Still, I'd argue the simplicity and user-friendliness of Audi's in-car tech is more desirable than convoluted menu structures, distracting animations and confusing interfaces. But each to their own. The 'virtual cockpit' digital instrument cluster offers both Audi's new-gen central dial layout as seen in the Q4 and Q6 e-tron, as well as the classic power meter and speedometer dials which is my personal pick. If you opt for the RS performance variant, you also get the option of white-backed dials that are unique to performance-badged Audi RS models. Meanwhile, the touchscreen is classic MMI touch with a flat menu structure and a simple tiled interface, bolstered by snappy response times, crisp graphics and plenty of functionality. Wireless Apple CarPlay and Android Auto feature and work well in our experience, while the native online navigation and connected services are also on hand in case you prefer Audi's inbuilt software rather than Apple's or Google's. Additionally, the updated MMI system features a new homescreen with widgets, and access to apps like YouTube via the app store should you want them. As you'd expect, any apps with video playback functionality require the vehicle to be stopped and in Park. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert We didn't spend much time in the rear of the e-tron GT during this launch, but it's pretty much the same as before. Two decent-sized adults should fit fine, but the sloping roofline means those taller than six feet/183cm may be brushing against the headliner or indeed the panoramic glass sunroof (optional on the S). Speaking of, Audi has added the Taycan's switchable transparency function, which has started to filter across to a few of the company's latest models lately. In lieu of a conventional shade, the e-tron GT's panoramic glass roof features a liquid crystal layer sandwiched between two glass panels that can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional sun shade, which opens up more headroom while in theory offering similar insulation from heat and UV rays. Further back there's a smallish 350-litre boot, which is decent but not conventional sedan 'good'. Further, there's no spare wheel of any kind, rather a tyre repair kit. Worth noting is the split rear backrests, which allow you to stow longer items through the boot by folding any of the three rear seatbacks down individually. 2025 Audi e-tron GT Credit: CarExpert *Global specifications quoted To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The 2025 Audi e-tron GT range is split across three distinct powertrain variants, starting with the new S e-tron GT. 2025 Audi e-tron GT Credit: CarExpert *With launch control In addition to the S, RS and RS performance grades, Audi offers a 'standard' 430kW e-tron GT quattro overseas. However, this entry-level variant hasn't been confirmed for the Australian market. Audi has increased battery cell density by 13 per cent while reducing battery weight by 9kg (to 625kg), allowing all versions of the e-tron GT to quote over 500km of driving range on the stricter WLTP test cycle. Energy recuperation via braking has also been upped by 110kW to 400kW, and DC fast-charging time has been reduced by 20 per cent. This is thanks to an increased DC charging capacity (320kW versus 270kW), broader charging curve and improved thermal management. Further, the Audi e-tron GT is compatible with 'plug & charge' technology which is prevalent in Europe and emerging in countries like Australia. It effectively allows owners to load payment details into their vehicle's infotainment system and then simply plug in and charge at compatible stations – no more fiddling about with apps or passkeys. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool We spent most of our time on the launch drive behind the wheel of an RS e-tron GT fitted with optional electro-hydraulic 'active suspension' – a $15,900(!) option for this variant. 2025 Audi e-tron GT Credit: CarExpert Having just stepped out of the taller, combustion-engined RSQ8 performance SUV prior to sliding into the low-slung e-tron GT, this electric sedan almost feels like it's scraping your bum on the ground by comparison. Then there are the numbers: up to 630kW and 865Nm, with a claimed 2.8-second 0-100km/h dash. That's madness in anyone's books, even in 2025. But, while the figures on paper are daunting, the RS e-tron GT is quite approachable and usable in everyday driving. Audi has done well to make each driving mode quite distinct in character, and it has really finetuned the throttle pedal mapping so it has plenty of feel and won't shoot you forward off the line and into the vehicle in front, for example. Response in normal driving is effortless, progressive and pretty linear. In some high-powered EV rivals, the initial response is made too doughy in an effort to avoid sudden mis-acceleration, but not here. 2025 Audi e-tron GT Credit: CarExpert Our drive route started in the Queensland town of Kilcoy, taking a windy and hilly scenic route to Spicers Clovelly Estate just out of Montville. We got a good mix of high-speed B-roads mixed in with some highway and more undulating routes as well. Now, I mentioned the 'BOOST' button earlier, and it's basically Audi's take on Porsche's 'Push to Pass' function. Hit it and the RS e-tron GT (and the RS performance) will give you 10 seconds of max attack – equating to around 70kW extra. Australia's national highway speed limit comes up in the blink of an eye if you really send it, but if you're already rolling and hit the Boost button even at 80-100km/h, the way it snaps you back in your seat is unlike just about anything else I've experienced other than, of course, a Porsche Taycan. I knocked the sunglasses off my co-driver trialling it the first time, and if you're ever in need of a quick overtake on a country highway this will feel like warp speed in a Star Wars film. Most EVs typically have noticeable taper-off in acceleration as speeds climb, but I reckon you'd probably need to hit 200km/h to feel any of that here. Perhaps my only gripe with the driving experience is the steering feel, which is a common complaint with sporty Audis. The feel is still too light and assisted even in the vehicle's most dynamic setting, which puts a filtered layer between the driver and the front wheels – even if the response is very quick and accurate . 2025 Audi e-tron GT Credit: CarExpert This brings me to that active suspension, which really feels like witchcraft if you ask me. Optional on the RS and standard on the RS performance, the wheel-selective suspension tech uses electro-hydraulic actuators to effectively do everything in its power to keep the body dead flat regardless of whether you're doing a hard standing-start launch or tackling tight bends. I haven't sampled the new Taycan with this suspension, so it was a revelation for me in the Audi. The vehicle genuinely stays flat in all of those aforementioned scenarios, which perhaps amplifies the feeling of immediacy in how the vehicle responds both in a straight line as well as when cornering. However, would I say it's worth the extra $15,900 spend on the RS? Not so sure, but I also didn't drive the new RS e-tron GT on the standard adaptive air suspension. That said, my experience with the pre-update model tells me it'll be fine unless you're a really keen driver or intend to take it to a racetrack – and in the latter case I'd be opting for the performance. On the transit leg back to the airport I had the opportunity to test the RS e-tron GT's driver assistance systems, on the notorious Bruce Highway back to Brisbane Airport. 2025 Audi e-tron GT Credit: CarExpert Audi's adaptive cruise assist combines lane centring and adaptive cruise functions to offer semi-autonomous highway assistance and, just as it has done for me in other models from the German brand, it worked just about flawlessly here too. Blind-spot monitoring and rear cross-traffic alert are on hand when trying to make a quick gap in traffic or reversing out of a blind parking space, which is helpful given the sloping rear roofline and pillar arrangement. Further, the HD Matrix LED headlights with Audi laser light came in super handy during our drive to the accommodation the night prior, with excellent illumination and intuitive adaptive high-beam giving you one of the widest fields of view I've experienced in a vehicle. My final note is on energy consumption. While Audi Australia hadn't quoted an official figure at the time of writing, I managed a very impressive 12.6kWh/100km on my return leg to Brisbane, largely thanks to a lengthy descent towards the Bruce Highway, then a long stint at 110km/h on the aforementioned M1 motorway. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool There are three members of the e-tron GT lineup. 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi S e-tron GT equipment highlights: 20-inch alloy wheels Adaptive air suspension e-quattro sport differential All-wheel steering HD Matrix LED headlights incl. Audi laser light Metallic paint Black exterior styling package Panoramic fixed glass roof Privacy glass 12.3-inch Audi virtual cockpit plus 10.1-inch MMI navigation plaus Bang & Olufsen 3D sound system Audi connect plus – online services Audi smartphone interface DAB radio Audi phone box light – wireless phone charger Sport pro front seats – integrated headrests Fine Nappa leather upholstery Honeycomb stitching 19-way electric front seats Driver memory function Fine Nappa interior package 3-zone climate control Heated, ventilated front seats Colour ambient interior lighting 3-spoke sport perforated steering wheel Head-up display 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert 2025 Audi e-tron GT Credit: CarExpert RS e-tron GT adds: 21-inch alloy wheels Panoramic glass roof incl. switchable transparency Performance brakes – tungsten carbide coating RS specific exterior electric sound 3-spoke sport leather steering wheel Inlays in matte carbon twill Headlining in Dinamica microfibre Panoramic glass roof with switchable transparency Front seat massage function RS-specific Audi virtual cockpit RS e-tron GT performance adds: 21-inch alloy wheels Active suspension RS performance-specific exterior electric sound Additional performance mode for Audi drive select To see how the Audi e-tron GT lines up against the competition, check out our comparison tool A range of options and packages are available depending on variant. 2025 Audi e-tron GT Credit: CarExpert Sensory package – S e-tron GT: $6000 Air quality package incl. ioniser Heated outboard rear seats Massage function – front seats Dinamica microfibre headliner Design package – S e-tron GT: $3800 Fine Nappa leather extended upholstery Door trim inserts in black Dinamica Seat stitching in express red or grey Gloss carbon exterior styling package – RS e-tron GT: $6000 Gloss carbon exterior highlights Carbon roof – removes fixed glass roof Carbon exterior mirror caps Door sill trim inserts with carbon gloss inlay RS design package – RS e-tron GT: $4500 Steering wheel in Alcantara with stitching in express red or grey Fine Nappa leather extended upholstery Dinamica interior accents Seat belts in red or grey Floor mats in black 2025 Audi e-tron GT Credit: CarExpert Matte carbon camouflage exterior styling package – RS e-tron GT performance: $10,000 Matte carbon camouflage exterior accents Carbon roof in dark matte Matte carbon camouflage exterior mirror caps Door sill trim inserts with matte carbon inlay RS performance design package – RS e-tron GT performance: $4500 Steering wheel in Alcantara with serpentine green stitching Fina Nappa leather extended upholstery Dinamica interior accents Seat belts in serpentine green Floor mats in black Single-item options include: Active suspension: $15,900 – RS Ceramic brakes: $13,000 – RS, RS performance Ascari blue metallic: $1800 Nimbus grey pearl effect: $1800 Audi exclusive individual paint: $12,000 Panoramic glass roof with switchable transparency: $7000 – S Rear seat heating : $900 – RS, RS performance Headliner in Dinamica microfibre: $4700 – RS Air quality package: $1000 – RS, RS performance The Audi e-tron GT hasn't been crash-tested by ANCAP or Euro NCAP, and is therefore unrated. 2025 Audi e-tron GT Credit: CarExpert Standard safety features include: Adaptive cruise assist 360-degree cameras incl. kerb view Park assist plus Audi pre-sense front, rear Audi active lane assist Audi side assist Tyre pressure monitoring To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The e-tron GT range is covered by Audi Australia's five-year, unlimited-kilometre warranty; along with six years of complimentary servicing. 2025 Audi e-tron GT Credit: CarExpert Audi e-tron GT buyers also get a one-year unlimited subscription to the Chargefox public charging network – of which Audi Australia is a founding partner. While the one-year public charging subscription is quite a bit shorter than previously, the brand's local division is also spruiking its home charger installation service with partner JetCharge. This allows customers to have quotation and installation all organised digitally ahead of delivery, and there are regular discounts and promotions advertised via the brand's dealer network. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool The old e-tron GT was already a wonderful thing, and this updated version is rather excellent. 2025 Audi e-tron GT Credit: CarExpert Whether you believe in electric sports cars or not, the new Audi e-tron GT is a beautifully designed and crafted executive express that doesn't sacrifice familiarity and usability by implementing a high-performance EV drivetrain. If you're like me and appreciate restrained and understated elegance as well as relative value, the e-tron GT makes the Porsche Taycan seem flashy and expensive given they share their DNA and offer similar specs across the board. If you're going to simply be daily driving the e-tron GT to and from the office, you may not be left wanting for the Taycan's more feelsome and communicative steering. And if you're going to use it this way, I'd be inclined to recommend just the entry-level S with a few key options, which will offer more than enough go for most but also more 'cool' factor than a BMW i5 M60 or AMG EQE53. 2025 Audi e-tron GT Credit: CarExpert But it's not all rainbows and unicorns. The price rises can't be ignored irrespective of the performance upgrades, and ticking options can quickly add up depending on your desired spec. Still, you'll get a lot more for your money with the e-tron GT compared to an equivalent Taycan, even if the Porsche feels more connected via the tiller. And, both the Audi and Porsche have more performance than you can ever really use in strictly-policed Australia, even at base level. The updated Audi e-tron GT range remains a shining examples of how legacy manufacturers can leverage their decades of experience to make great EVs for keen drivers, and this new model addresses key complaints of the old one including driving range, which is important given this is a 'Grand Tourer'. My pick? The S e-tron GT with the Sensory and Design packages plus the panoramic roof makes a lovely luxury sports sedan. And if you have the cash why not splash on an Audi exclusive exterior paint colour? 2025 Audi e-tron GT Credit: CarExpert Interested in buying an Audi e-tron GT? Let CarExpert find you the best deal here MORE: Explore the Audi e-tron GT showroom Even more monstrous performance Still achingly gorgeous from every angle Retains user-friendly cockpit Could be accused of being too plain Entry price has increased by nearly $30,000 Some expensive options
7NEWS
4 days ago
- 7NEWS
2025 Audi e-tron GT review
Just like his suit, Iron Man's car eventually needs upgrades. The achingly beautiful Audi e-tron GT could perhaps lay claim to the title of most attractive electric vehicle (EV), even more so than its Porsche Taycan sibling. While its underpinnings and componentry are shared with its in-house rival from Stuttgart, Audi's take on the electric performance GT is far more restrained and classic. You'd perhaps mistake it for a combustion-powered vehicle if you didn't know what it was at first glance. It was already potent in its original form, namely the RS e-tron GT flagship with its mammoth 430kW/830Nm dual-motor drivetrain that makes it good for a 3.3-second blast from 0-100km/h and a top whack of 250km/h. Now, it's even meaner. Sitting atop the subtly revised range is a new flagship RS e-tron GT performance, which is hypercar-quick. Now boasting 680kW/1027Nm when using launch control, the Audi EV will scoot to triple figures in just 2.5 seconds – yep, you read that right, it's as quick as a Bugatti Veyron. In fact, even the new 'base' S e-tron GT has more performance than the old RS flagship for significantly less money. But Audi's new flagship electric GT cannot be considered 'cheap'. The price of entry has risen by nearly $30,000, and the RS performance hero eclipses $300,000. Does the second iteration of Audi's handsome electric performance flagship deserve your attention at this end of the market? Or are you better off visiting a Porsche showroom? We joined the Australian media launch in Queensland to find out. How much does the Audi e-tron GT cost? The price of entry to the e-tron GT family has risen by nearly $30,000, though this has been offset by substantial increases to performance and standard equipment – the S e-tron GT is more powerful than the old RS e-tron GT, for example. Worth noting is the discrepancy in pricing versus the equivalent Taycan, which was already a selling point for the Audi before this update. For example, the RS e-tron GT performance is equivalent to the 640kW/1100Nm Taycan Turbo S, though the Porsche in that trim starts from $376,600 before on-road costs and options. At the lower end of the range, S e-tron GT money will get you into a Taycan 4S (from $215,700) with similar performance, but requires quite a few option boxes ticked to match the Audi's standard specification. Other rivals include the less sexy BMW i5 M60 xDrive (from $215,900) though that's still slower than even the base S e-tron GT, and it's a similar story for the Mercedes-AMG EQE53 (from $217,000). To see how the Audi e-tron GT lines up against the competition, check out our comparison tool What is the Audi e-tron GT like on the inside? Like the exterior, the changes inside the cabin of the e-tron GT are rather subtle. Above: RS e-tron GT performance The general architecture and layout is pretty much the same, with some detail and software changes to bring Audi's flagship EV GT into line with other updated models in the range – think Q7 and Q8, for example. A new steering wheel sits ahead of the driver, which brings fingerprint-prone piano black haptic keys for the multifunction shortcuts. While I've long lamented these kinds of buttons in other Volkswagen W Group vehicles, the Audi ones are arguably the best of a fiddly breed. The clicky feedback is reminiscent of the brand's tactile physical switchgear, and their layout and placement doesn't elicit many mis-presses like we've experienced in, say, the Mk8 Volkswagen Golf. You'll also notice the flat top and bottom of the new tiller, which is trimmed in either lovely leather or Dinamica suede depending on the variant and option pack chosen. RS variants also boast RS and Boost satellite buttons, which we'll get to in a little bit. Up front, all e-tron GT models are fitted with 19-way electrically adjustable front seats upholstered in fine Nappa leather. Lovely. Drivers are also treated to a memory function, which works a treat if you're sharing your GT with a spouse or another regular driver. Despite its future-facing drivetrain, the rest of the cabin is very conventional and typical Audi. The in-car displays are nicely integrated into the dashboard like you'd expect in a normal car, and there are lovely stitching, upholstery and trim accent details that are befitting of such an expensive vehicle. In the RS e-tron GT performance you can also opt for the eye-catching 'matte carbon camouflage' trim that has a chopped marble-like effect. It's an acquired taste given the majority of other journos at the launch didn't like it, but paired with the right colour and trim specification I think it's quite cool. While it's all very classic and functional in here, storage could be better and no doubt there will be people who'll argue the e-tron GT's cabin is too plain for a vehicle at this price and performance level. Compared with the Taycan, it doesn't do a whole lot to 'wow' you, instead leaning more towards making you feel comfortable and familiarised from your first sit. It's a similar story for the MMI touch and virtual cockpit displays, which at 10.1 and 12.3-inches apiece might be on the smaller side of what's expected in the upper luxury car segments, particularly for EVs. Still, I'd argue the simplicity and user-friendliness of Audi's in-car tech is more desirable than convoluted menu structures, distracting animations and confusing interfaces. But each to their own. The 'virtual cockpit' digital instrument cluster offers both Audi's new-gen central dial layout as seen in the Q4 and Q6 e-tron, as well as the classic power meter and speedometer dials which is my personal pick. If you opt for the RS performance variant, you also get the option of white-backed dials that are unique to performance-badged Audi RS models. Meanwhile, the touchscreen is classic MMI touch with a flat menu structure and a simple tiled interface, bolstered by snappy response times, crisp graphics and plenty of functionality. Wireless Apple CarPlay and Android Auto feature and work well in our experience, while the native online navigation and connected services are also on hand in case you prefer Audi's inbuilt software rather than Apple's or Google's. Additionally, the updated MMI system features a new homescreen with widgets, and access to apps like YouTube via the app store should you want them. As you'd expect, any apps with video playback functionality require the vehicle to be stopped and in Park. We didn't spend much time in the rear of the e-tron GT during this launch, but it's pretty much the same as before. Two decent-sized adults should fit fine, but the sloping roofline means those taller than six feet/183cm may be brushing against the headliner or indeed the panoramic glass sunroof (optional on the S). Speaking of, Audi has added the Taycan's switchable transparency function, which has started to filter across to a few of the company's latest models lately. In lieu of a conventional shade, the e-tron GT's panoramic glass roof features a liquid crystal layer sandwiched between two glass panels that can be turned clear or opaque using electricity. That may all sound a little naff to you, but it removes the need for a conventional sun shade, which opens up more headroom while in theory offering similar insulation from heat and UV rays. Further back there's a smallish 350-litre boot, which is decent but not conventional sedan 'good'. Further, there's no spare wheel of any kind, rather a tyre repair kit. Worth noting is the split rear backrests, which allow you to stow longer items through the boot by folding any of the three rear seatbacks down individually. *Global specifications quoted To see how the Audi e-tron GT lines up against the competition, check out our comparison tool What's under the bonnet? The 2025 Audi e-tron GT range is split across three distinct powertrain variants, starting with the new S e-tron GT. *With launch control In addition to the S, RS and RS performance grades, Audi offers a 'standard' 430kW e-tron GT quattro overseas. However, this entry-level variant hasn't been confirmed for the Australian market. Audi has increased battery cell density by 13 per cent while reducing battery weight by 9kg (to 625kg), allowing all versions of the e-tron GT to quote over 500km of driving range on the stricter WLTP test cycle. Energy recuperation via braking has also been upped by 110kW to 400kW, and DC fast-charging time has been reduced by 20 per cent. This is thanks to an increased DC charging capacity (320kW versus 270kW), broader charging curve and improved thermal management. Further, the Audi e-tron GT is compatible with 'plug & charge' technology which is prevalent in Europe and emerging in countries like Australia. It effectively allows owners to load payment details into their vehicle's infotainment system and then simply plug in and charge at compatible stations – no more fiddling about with apps or passkeys. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool How does the Audi e-tron GT drive? We spent most of our time on the launch drive behind the wheel of an RS e-tron GT fitted with optional electro-hydraulic 'active suspension' – a $15,900(!) option for this variant. Having just stepped out of the taller, combustion-engined RSQ8 performance SUV prior to sliding into the low-slung e-tron GT, this electric sedan almost feels like it's scraping your bum on the ground by comparison. Then there are the numbers: up to 630kW and 865Nm, with a claimed 2.8-second 0-100km/h dash. That's madness in anyone's books, even in 2025. But, while the figures on paper are daunting, the RS e-tron GT is quite approachable and usable in everyday driving. Audi has done well to make each driving mode quite distinct in character, and it has really finetuned the throttle pedal mapping so it has plenty of feel and won't shoot you forward off the line and into the vehicle in front, for example. Response in normal driving is effortless, progressive and pretty linear. In some high-powered EV rivals, the initial response is made too doughy in an effort to avoid sudden mis-acceleration, but not here. Our drive route started in the Queensland town of Kilcoy, taking a windy and hilly scenic route to Spicers Clovelly Estate just out of Montville. We got a good mix of high-speed B-roads mixed in with some highway and more undulating routes as well. Now, I mentioned the 'BOOST' button earlier, and it's basically Audi's take on Porsche's 'Push to Pass' function. Hit it and the RS e-tron GT (and the RS performance) will give you 10 seconds of max attack – equating to around 70kW extra. Australia's national highway speed limit comes up in the blink of an eye if you really send it, but if you're already rolling and hit the Boost button even at 80-100km/h, the way it snaps you back in your seat is unlike just about anything else I've experienced other than, of course, a Porsche Taycan. I knocked the sunglasses off my co-driver trialling it the first time, and if you're ever in need of a quick overtake on a country highway this will feel like warp speed in a Star Wars film. Most EVs typically have noticeable taper-off in acceleration as speeds climb, but I reckon you'd probably need to hit 200km/h to feel any of that here. Perhaps my only gripe with the driving experience is the steering feel, which is a common complaint with sporty Audis. The feel is still too light and assisted even in the vehicle's most dynamic setting, which puts a filtered layer between the driver and the front wheels – even if the response is very quick and accurate . This brings me to that active suspension, which really feels like witchcraft if you ask me. Optional on the RS and standard on the RS performance, the wheel-selective suspension tech uses electro-hydraulic actuators to effectively do everything in its power to keep the body dead flat regardless of whether you're doing a hard standing-start launch or tackling tight bends. I haven't sampled the new Taycan with this suspension, so it was a revelation for me in the Audi. The vehicle genuinely stays flat in all of those aforementioned scenarios, which perhaps amplifies the feeling of immediacy in how the vehicle responds both in a straight line as well as when cornering. However, would I say it's worth the extra $15,900 spend on the RS? Not so sure, but I also didn't drive the new RS e-tron GT on the standard adaptive air suspension. That said, my experience with the pre-update model tells me it'll be fine unless you're a really keen driver or intend to take it to a racetrack – and in the latter case I'd be opting for the performance. On the transit leg back to the airport I had the opportunity to test the RS e-tron GT's driver assistance systems, on the notorious Bruce Highway back to Brisbane Airport. Audi's adaptive cruise assist combines lane centring and adaptive cruise functions to offer semi-autonomous highway assistance and, just as it has done for me in other models from the German brand, it worked just about flawlessly here too. Blind-spot monitoring and rear cross-traffic alert are on hand when trying to make a quick gap in traffic or reversing out of a blind parking space, which is helpful given the sloping rear roofline and pillar arrangement. Further, the HD Matrix LED headlights with Audi laser light came in super handy during our drive to the accommodation the night prior, with excellent illumination and intuitive adaptive high-beam giving you one of the widest fields of view I've experienced in a vehicle. My final note is on energy consumption. While Audi Australia hadn't quoted an official figure at the time of writing, I managed a very impressive 12.6kWh/100km on my return leg to Brisbane, largely thanks to a lengthy descent towards the Bruce Highway, then a long stint at 110km/h on the aforementioned M1 motorway. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool What do you get? There are three members of the e-tron GT lineup. 2025 Audi S e-tron GT equipment highlights: 20-inch alloy wheels Adaptive air suspension e-quattro sport differential All-wheel steering HD Matrix LED headlights incl. Audi laser light Metallic paint Black exterior styling package Panoramic fixed glass roof Privacy glass 12.3-inch Audi virtual cockpit plus 10.1-inch MMI navigation plaus Bang & Olufsen 3D sound system Audi connect plus – online services Audi smartphone interface DAB radio Audi phone box light – wireless phone charger Sport pro front seats – integrated headrests Fine Nappa leather upholstery Honeycomb stitching 19-way electric front seats Driver memory function Fine Nappa interior package 3-zone climate control Heated, ventilated front seats Colour ambient interior lighting 3-spoke sport perforated steering wheel Head-up display RS e-tron GT adds: 21-inch alloy wheels Panoramic glass roof incl. switchable transparency Performance brakes – tungsten carbide coating RS specific exterior electric sound 3-spoke sport leather steering wheel Inlays in matte carbon twill Headlining in Dinamica microfibre Panoramic glass roof with switchable transparency Front seat massage function RS-specific Audi virtual cockpit RS e-tron GT performance adds: 21-inch alloy wheels Active suspension RS performance-specific exterior electric sound Additional performance mode for Audi drive select To see how the Audi e-tron GT lines up against the competition, check out our comparison tool Options A range of options and packages are available depending on variant. Sensory package – S e-tron GT: $6000 Air quality package incl. ioniser Heated outboard rear seats Massage function – front seats Dinamica microfibre headliner Design package – S e-tron GT: $3800 Fine Nappa leather extended upholstery Door trim inserts in black Dinamica Seat stitching in express red or grey Gloss carbon exterior styling package – RS e-tron GT: $6000 Gloss carbon exterior highlights Carbon roof – removes fixed glass roof Carbon exterior mirror caps Door sill trim inserts with carbon gloss inlay RS design package – RS e-tron GT: $4500 Steering wheel in Alcantara with stitching in express red or grey Fine Nappa leather extended upholstery Dinamica interior accents Seat belts in red or grey Floor mats in black Matte carbon camouflage exterior styling package – RS e-tron GT performance: $10,000 Matte carbon camouflage exterior accents Carbon roof in dark matte Matte carbon camouflage exterior mirror caps Door sill trim inserts with matte carbon inlay RS performance design package – RS e-tron GT performance: $4500 Steering wheel in Alcantara with serpentine green stitching Fina Nappa leather extended upholstery Dinamica interior accents Seat belts in serpentine green Floor mats in black Single-item options include: Active suspension: $15,900 – RS Ceramic brakes: $13,000 – RS, RS performance Ascari blue metallic: $1800 Nimbus grey pearl effect: $1800 Audi exclusive individual paint: $12,000 Panoramic glass roof with switchable transparency: $7000 – S Rear seat heating : $900 – RS, RS performance Headliner in Dinamica microfibre: $4700 – RS Air quality package: $1000 – RS, RS performance Is the Audi e-tron GT safe? The Audi e-tron GT hasn't been crash-tested by ANCAP or Euro NCAP, and is therefore unrated. Standard safety features include: Adaptive cruise assist 360-degree cameras incl. kerb view Park assist plus Audi pre-sense front, rear Audi active lane assist Audi side assist Tyre pressure monitoring To see how the Audi e-tron GT lines up against the competition, check out our comparison tool How much does the Audi e-tron GT cost to run? The e-tron GT range is covered by Audi Australia's five-year, unlimited-kilometre warranty; along with six years of complimentary servicing. Audi e-tron GT buyers also get a one-year unlimited subscription to the Chargefox public charging network – of which Audi Australia is a founding partner. While the one-year public charging subscription is quite a bit shorter than previously, the brand's local division is also spruiking its home charger installation service with partner JetCharge. This allows customers to have quotation and installation all organised digitally ahead of delivery, and there are regular discounts and promotions advertised via the brand's dealer network. To see how the Audi e-tron GT lines up against the competition, check out our comparison tool CarExpert's Take on the Audi e-tron GT The old e-tron GT was already a wonderful thing, and this updated version is rather excellent. Whether you believe in electric sports cars or not, the new Audi e-tron GT is a beautifully designed and crafted executive express that doesn't sacrifice familiarity and usability by implementing a high-performance EV drivetrain. If you're like me and appreciate restrained and understated elegance as well as relative value, the e-tron GT makes the Porsche Taycan seem flashy and expensive given they share their DNA and offer similar specs across the board. If you're going to simply be daily driving the e-tron GT to and from the office, you may not be left wanting for the Taycan's more feelsome and communicative steering. And if you're going to use it this way, I'd be inclined to recommend just the entry-level S with a few key options, which will offer more than enough go for most but also more 'cool' factor than a BMW i5 M60 or AMG EQE53. But it's not all rainbows and unicorns. The price rises can't be ignored irrespective of the performance upgrades, and ticking options can quickly add up depending on your desired spec. Still, you'll get a lot more for your money with the e-tron GT compared to an equivalent Taycan, even if the Porsche feels more connected via the tiller. And, both the Audi and Porsche have more performance than you can ever really use in strictly-policed Australia, even at base level. The updated Audi e-tron GT range remains a shining examples of how legacy manufacturers can leverage their decades of experience to make great EVs for keen drivers, and this new model addresses key complaints of the old one including driving range, which is important given this is a 'Grand Tourer'. My pick? The S e-tron GT with the Sensory and Design packages plus the panoramic roof makes a lovely luxury sports sedan. And if you have the cash why not splash on an Audi exclusive exterior paint colour? Interested in buying an Audi e-tron GT? Let CarExpert find you the best deal here MORE: Explore the Audi e-tron GT showroom Pros Even more monstrous performance Still achingly gorgeous from every angle Retains user-friendly cockpit Cons Could be accused of being too plain Entry price has increased by nearly $30,000 Some expensive options This article was originally published from CarExpert and appears with permission.
The Advertiser
18-07-2025
- 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:
