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Car and Driver
6 hours ago
- Automotive
- Car and Driver
Tested: 2025 Mini Countryman EV Doesn't Give a Reason to Go Electric
Mini started selling electric versions of its small hatchbacks quite a while ago, but the latest Cooper Electric is in limbo due to global trade issues, as it's built in China. But that doesn't mean Mini is without an EV entirely. The larger Countryman SUV has entered the crowded electric-utility space with a new-for-2025 model that uses the same SE name that was previously applied to the Countryman's plug-in hybrid variant in its prior generation. The new Countryman SE ALL4 shares its modern-looking design with the third-gen gas model, and it's mechanically similar to the BMW iX1, an electric variant of Bimmer's smallest SUV that isn't sold in the U.S. We only get one version of the SE, and it's a dual-motor, all-wheel-drive setup with 308 horsepower. That puts it right in line with the gas-powered Countryman's JCW performance variant, which has 312 horsepower and all-wheel drive. The two are also priced similarly, with the EV starting at $46,375 and the JCW at $48,075. (The base 241-hp Countryman S gas model starts at $40,075.) View Exterior Photos Andi Hedrick | Car and Driver Of course, as is typical with EVs, the Countryman's 65-kWh battery pack means it's quite a bit heavier than its gas counterpart. The SE weighs in at 4606 pounds, versus 3792 for the Countryman JCW we tested. That means the electric version doesn't perform as well despite its similar power output. We got it to 60 mph in a respectable 4.8 seconds, while the gas model did it in 4.6. Within the Mini's competitive set of other electrics, the similarly priced Volvo EX30 is the speed demon, getting to 60 mph in a scant 3.3 seconds in our testing. HIGHS: Cute interior design, pleasant driving demeanor, reasonably priced compared with gas model. Though the Countryman SE feels nimble and quick for a small crossover, it doesn't give the impression of being an overtly sporting machine. The ride is firm, the steering is direct, and the powertrain is responsive, but it's a bit too big and heavy to change direction eagerly enough to live up to the promise of the sporty and boldly named Go Kart driving mode. Around the skidpad, our test car managed a so-so 0.85 g of grip, riding on 19-inch Continental ProContact GX all-season tires. The gas-powered JCW's more aggressive summer rubber helped it earn an 0.95-g result, and it also beat the SE's 70-mph stopping distance by a significant margin, at 158 feet to 171 feet. View Interior Photos Andi Hedrick | Car and Driver Mini's typical kitsch is on full display inside the Countryman SE, as its dashboard incorporates a mix of textiles, ambient lighting, and other flourishes to create a fun atmosphere. Those who like this sort of thing will get enjoyment out of details like the quirky air vents and the fabric strap replacing one of the traditional steering-wheel spokes. The circular central infotainment screen is nice to look at, though it doesn't quite use its full real estate effectively for smartphone mirroring. We also felt that some of the menu structures were too complicated, as you have to dive into various settings to adjust things like the regenerative braking level. A button would have been easier. LOWS: Limited driving range, doesn't accelerate as quickly as the JCW model, quirky styling isn't for everyone. With the regen level at its highest setting and the transmission in B mode, the Countryman SE is capable of one-pedal driving. We enjoyed driving in this mode in the city, and the gas pedal has a long enough travel to make it easy to modulate your speed. But the Countryman SE's other EV specs aren't so impressive. The EPA estimates a driving range of just over 200 miles on a charge, with the version on 18-inch wheels earning a rating of 212 miles and the version with 19-inch wheels rated at 204 miles. Our test car and its 19-inchers achieved a real-world 75-mph highway range of only 180 miles. View Interior Photos Andi Hedrick | Car and Driver Though that isn't too far off the EPA estimate, it's simply not very much range. Yes, the aforementioned Volvo EX30 fared even worse in this test, achieving just 160 miles, but the less expensive Hyundai Kona Electric managed 230 miles in this same test. At least the Mini's fast-charging capabilities are competitive, with a peak charging rate of 129 kilowatts in our fast-charging test and an average of 84 kilowatts overall. VERDICT: The electric Countryman doesn't give up much to its gas siblings, but it doesn't gain much either. The problem with the Countryman SE is that it simply doesn't offer any particular characteristics to entice buyers away from the gas models. It costs about the same as the JCW but doesn't perform as well, and its relatively small battery pack means it can't go far on a charge. If EV buyers are forced to make sacrifices like this, they should at least benefit from extra features, better acceleration, or increased versatility via a front cargo area. The Countryman SE doesn't have any of these upsides, and as a result it fails to make a compelling argument for itself. View Interior Photos Andi Hedrick | Car and Driver Specifications Specifications 2025 Mini Countryman SE ALL4 Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $46,375/$51,325 Options: Iconic trim (Harman/Kardon audio system, interior camera, power fronts seats, privacy glass), $3200; Comfort Package Max (auto-dimming mirrors, augmented-reality navigation, adaptive cruise control, Parking Assistant Plus, active driving assistant), $900; trailer hitch, $600; Parking Assistant Professional, $250; Favored Style (Anthracite headliner, John Cooper Works sport seats, silver roof and mirror caps, 19-inch Kaleido Spoke two-tone wheels, $0 POWERTRAIN Front Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Rear Motor: current-excited synchronous AC, 188 hp, 182 lb-ft Combined Power: 308 hp Combined Torque: 364 lb-ft Battery Pack: liquid-cooled lithium-ion, 65 kWh Onboard Charger: 9.6 kW Peak DC Fast-Charge Rate: 130 kW Transmissions, F/R: direct-drive CHASSIS Suspension, F/R: struts/multilink Tires: Continental ProContact GX 245/45R-19 102H M+S ★ DIMENSIONS Wheelbase: 106.0 in Length: 175.0 in Width: 72.6 in Height: 64.6 in Passenger Volume, F/R: 53/42 ft3 Cargo Volume, Behind F/R: 56/25 ft3 Curb Weight: 4606 lb C/D TEST RESULTS 60 mph: 4.8 sec 100 mph: 13.1 sec 1/4-Mile: 13.6 sec @ 101 mph Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 5.0 sec Top Gear, 30–50 mph: 2.2 sec Top Gear, 50–70 mph: 3.5 sec Top Speed (gov ltd): 112 mph Braking, 70–0 mph: 171 ft Braking, 100–0 mph: 343 ft Roadholding, 300-ft Skidpad: 0.85 g C/D FUEL ECONOMY AND CHARGING Observed: 75 MPGe 75-mph Highway Range: 180 mi Average DC Fast-Charge Rate, 10–90%: 84 kW DC Fast-Charge Time, 10–90%: 39 min EPA FUEL ECONOMY Combined/City/Highway: 91/94/88 MPGe Range: 204 mi C/D TESTING EXPLAINED Reviewed by Joey Capparella Deputy Editor, Rankings Content Despite being raised on a steady diet of base-model Hondas and Toyotas—or perhaps because of it—Joey Capparella nonetheless cultivated an obsession for the automotive industry throughout his childhood in Nashville, Tennessee. He found a way to write about cars for the school newspaper during his college years at Rice University, which eventually led him to move to Ann Arbor, Michigan, for his first professional auto-writing gig at Automobile Magazine. He has been part of the Car and Driver team since 2016 and now lives in New York City. Read full bio
Top Gear
28-05-2025
- Automotive
- Top Gear
Mini Cooper Electric Driving, Engines & Performance
Driving What is it like to drive? The Cooper Electric is an immediately interactive car to drive: communicative, lively and terrier-like. The new Minis get a bunch of 'Experience' modes – seven in all – accessed via the touchscreen or a switch in the toggle bar. 'Go-kart' mode stiffens the steering, sharpens throttle sensitivity, and enhances the soundtrack. There's a 'woo hoo' sound reminiscent of Blur's 'Song 2' when you select it, and a retro-futuristic whoosh if you give it the full beans. Back off abruptly and there's another blast of sci-fi sonics. You might find it all a bit much, depending on your viewpoint (and age). Advertisement - Page continues below This sounds all very Gen Z... You're not wrong. The Cooper Electric risks feeling like a high-tech toy, designed to sit outside an artisanal coffee shop. But at heart it's still a fizzy driving machine. The steering has 2.2 turns lock to lock and a fixed ratio, so you really can apex it. What's particularly refreshing about the Cooper Electric is that it's one of the few EVs around where you might want to just take it out for a drive for the sake of it. That's as good a sign as any. It's extremely grippy and interactive, with all the weight down low in the battery pack. The downside – across the range here – is that the ride is very firm, something you'll be very aware of with passengers onboard. You'll be prepared to take the hit in the JCW, but lower down the range you surely want something more supple. Speaking of the JCW… any good? To a point. We'd stop short of calling it a proper hot hatch, but the only electric car that's really made the grade so far is the Hyundai Ioniq 5 N. And that's… a massive crossover. The JCW's more comparable to the Alpine A290 and Cupra Born VZ, both of which have a distinct enjoyment ceiling. Advertisement - Page continues below The steering's a fraction too light and the brake pedal's much the same at the top end of travel, but the John Cooper Works builds on the standard car's inherent agility: it's chuckable and grippy, and hangs on gamely along a winding B-road. Dump the throttle and you'll have to wrestle with an absurd amount of torque steer, right the way up to the national speed limit. Combined with the urgency of the fake motor noise, you're almost tricked into thinking that you're going quickly. But the acceleration's not intimidating at all – certainly not as lairy as 0-62mph in under six seconds suggests. We love the 'boost' paddle that unlocks full power for 10 seconds – it adds another layer to the experience. We'd sooner have this over a Cooper S, which is saying something. Skip 15 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. 1 / 15 Where's the instrument panel? The Cooper Electric has been somewhat Teslafied, relying on the central screen for all your driving information. The blend of infotainment and driving info isn't especially well managed – you have to pick between a giant speedo, the satnav and the entertainment functions. Difficult to fit all that in a circle. You might get used to it once you've set all the configurable options to your liking. There is a head-up display as standard on SE and up (it's part of a £2k option pack on E models): this gets round the 'why the heck isn't the speedo in front of me?' issue, but it's over-designed and we'd prefer something simpler. There are plenty of safety systems available with the electric Mini, mostly quite annoying (especially the speed limit assist), but mostly quite easy to turn off. What about charging? The bigger batteries will charge at up to 95kW on the right machine (75kW on the E models). Mini says 10 to 80 per cent takes under 30 minutes; slower charging is up to 11kW AC. Official figures say you'll get up to 4.5mi/kWh, which is heavily dependent on driving style. In the JCW we only managed 2.6 mi/kWh – not quite 130 miles of range – but that was with quite liberal use of the boost paddle. Ahem. You'll definitely do better with lighter shoes on. But then why go JCW if you're not going to enjoy the extra oomph? Highlights from the range the fastest 190kW John Cooper Works [Level 3] 54kWh 3dr Auto 0-62 5.9s CO2 0 BHP 254.8 MPG Price £38,640 the cheapest 135kW E Classic 41kWh 3dr Auto 0-62 7.3s CO2 0 BHP 181 MPG Price £26,840 the greenest 190kW John Cooper Works [Level 3] 54kWh 3dr Auto 0-62 5.9s CO2 0 BHP 254.8 MPG Price £38,640 Variants We Have Tested 7 Mini Cooper Convertible review: who else makes a car like this?
Yahoo
17-04-2025
- Business
- Yahoo
DPAO recipient of 'Bright Lights, Future' upgrade
Apr. 17—WATERTOWN — The Disabled Persons Action Organization has been named one of three nonprofit recipients nationwide of the "Bright Lites, Bright Future" award, an initiative sponsored by Sonepar USA, a leading distributor of electrical, industrial and safety products and related products. The award, selected from over 440 Sonepar-affiliated locations across the U.S., provides deserving nonprofits with the opportunity to upgrade their facilities through a comprehensive LED lighting retrofit. DPAO was selected as the Eastern Region winner, alongside two other organizations representing the Central and Western regions of the country. The program aims to enhance nonprofit environments by increasing energy efficiency, reducing operating costs and creating brighter, safer spaces for staff and visitors. Through a partnership with Cooper Lighting and local Sonepar-owned companies including Cooper Electric, which nominated DPAO, the organization received a complete lighting system overhaul at its two Watertown facilities. "I immediately thought of DPAO when the program was announced," Vinnie DeGennaro, outside sales representative at Cooper Electric, said in a news release. "They are an outstanding organization that does incredible work for the community. When I visited their facilities, I saw outdated lighting systems with many fixtures that were no longer functional. It was clear they could benefit greatly from this opportunity." The submission included a site assessment, photographs and detailed upgrade recommendations for both building interiors, exterior wall-mounted fixtures and the parking lot. Cooper Electric also enlisted local contractor NYTRIC for installation estimates and covered all labor costs for the project. Thanks to the retrofit, DPAO's energy usage has been cut in half, and the facilities now feature modern, efficient and brighter LED lighting systems. In addition to operational savings, the new system includes a five-year warranty, reducing the need for costly maintenance. While National Grid was not directly involved with DPAO, Cooper Electric did receive energy incentives through National Grid's efficiency programs, further helping support the cost of materials and labor. "We're proud to support organizations like DPAO that are making a difference in our communities," DeGennaro said. "The fact that we were selected from across all of Sonepar USA makes this even more meaningful."
