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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:
Daily Mirror
4 days ago
- Automotive
- Daily Mirror
Inside UK's best-selling EV as major brand confirms sales soar by mid-year
Not only is it the fastest selling electric vehicle (EV) in the UK so far this year, the record-breaking runaround also won both the 2025 UK and World Car of the Year awards The electric vehicle (EV) model that has shifted the most retail units in the UK so far this year has been revealed, and it's not a Tesla. In May this year, Elon Musk 's company sold 2,016 vehicles in the UK, compared with 3,152 during the same month in 2024, meaning its market share was 36 per cent lower. But, in a record-breaking year so far for Kia, its EV3 model has emerged as the manufacturer's star performer, finishing the first half of 2025 as the UK's most popular retail EV with 6,293 registrations. The Kia EV3 is a compact electric SUV that combines strong performance, modern technology and a stylish interior. It comes with two battery options — a standard 58.3 kWh pack, with a range of up to 270 miles, and a larger 81.4 kWh long-range version, which can travel up to 375 miles between charges. Both options are powered by a single electric motor delivering 201 bhp and 283 Nm of torque, allowing acceleration from 0 to 62 mph in approximately 7.5 seconds. Inside, the EV3 features a thoughtfully designed, sleek, minimalist cabin made from high-quality, eco-conscious, vegan-friendly materials. The spacious interior comfortably seats five, with a flat floor providing extra legroom and practical storage throughout, including a 460-litre boot — placing it ahead of several rivals in its class in terms of luggage capacity. The dashboard showcases twin 12.3-inch digital displays and a smaller 5.3-inch touchscreen for climate controls. There's wireless Apple CarPlay and Android Auto, a Harman Kardon sound system and fast DC charging support up to 128 kW. The EV3's success was further recognised in March, when it received the 2025 UK Car of the Year award, following the EV9's win in 2024. And then the following month it went one better — the EV3 also won the prestigious 2025 World Car of the Year, again mirroring the EV9's achievement from the previous year. So far in 2025, Kia has achieved a number of historic milestones in the UK automotive market. The Korean brand broke its half-year sales record with 62,005 new cars registered in the first six months of the year — for perspective, Kia registered 53,614 cars in the whole of 2011. This achievement cements Kia's position as the third-best-selling car brand in the UK so far this year. The company's performance has been remarkable, with new sales records set in January through March, the first quarter (Q1), second quarter (Q2) and first half of the year (H1). EVs have played a pivotal role in this success, with over 31,643 electrified models sold during this period, accounting for more than half of Kia's total sales and representing a year-on-year increase of over 7 per cent. The Kia Sportage is the UK's second favourite car of any make or model with 23,012 registrations year-to-date. The Kia Picanto also contributed significantly, recording a 35 per cent year-on-year increase in registrations to reach 7,607 units. January set the pace for the year, with Kia recording its best-ever start to a calendar year by selling 10,813 units and achieving a 7.8 per cent market share, placing it second overall across both retail and fleet sales. The Sportage SUV led the charge, topping UK sales charts in January and maintaining its position as the country's best-selling SUV. Kia closed June as the fourth best-selling brand with 10,043 units registered and a 5.2 per cent market share for the month. The EV3 continued to be the brand's fastest-selling EV, contributing to record-breaking results for both June and Q2 in EV registrations. The Korean manufacturer's performance and achievements in the first half of 2025 reflect a compelling combination of innovative products and strong dealer support, positioning Kia for continued success in the UK market.
Yahoo
5 days ago
- Automotive
- Yahoo
Kia on a charge with EV3
EV3 registrations in the South Korean market totalled 12,525 units in H1 of which 1,884 were sold last month. And even though this means the car was down in 22nd place, that's almost double the YtD volume of the Hyundai Ioniq 5. How about the Ioniq 9? Its tally is 3,608, while 3,277 examples of the new EV4 were delivered. Meanwhile, 59,129 units of the Kia Sorento found buyers, making it the country's number one model. KAIDA does not break out data by power source, so while the Kia Ray (25,269) and Genesis G80 (22,201) also put in good numbers, we don't know how many of each were the electric variants. Generally speaking, Korean buyers are not yet embracing EVs in a major way, leading local OEMs to channel lots of production towards Europe. Especially as both American and Chinese buyers are generally indifferent to HMG's brands' cars-with-cords. The top-selling EV for private buyers in Britain If we are still in a phase where EVs are but a small part of the global car market then no-one has told British buyers. Kia is doing especially well, the EV3 ending H1 as the country's most popular electric passenger vehicle at a retail sales level. Kia did in fact set a new record of 62,005 combined liquid-fuel and electrified cars and SUVs in the year to the end of June. Which as of now makes it the UK's number three brand, 1,600 vehicles clear of Ford and 5,700 behind BMW with VW (94,156) way out in front of both. Let's see what happens during the next few months though, as both Ford (10,204, +20.1%) and, unusually, Hyundai (10,109, +9.9%) beat Kia (10,043, -2.7%) in June. Battery models have risen to now make up one quarter of the British market for new vehicles. With the government handing out GBP650 m in fresh subsidies to those rich enough to buy a new EV, registrations could surge. And that will be great news for the nation's number one Korean make. Kia's big ambitions for EVs Already, the EV3's 6,293 sales are a little more than one tenth of Kia's total. And while the Sportage is well loved (23,012 sold between 1 January and 30 June with a freshened model available soon) there is no electric variant. This brand is smart enough not to have gone all-in on EVs, instead slowly-slowly readying itself and buyers for the eventual era when IC-only passenger cars will no longer be available. Here in Britain, that situation is within sight so all these new EV-plus-one-number models are poised to become a potential major force. It was as long ago as October 2023 when the world first saw the EV3, and, at 4.3 m long, presently the smallest Kia on a native-electric architecture. An EV2 is in development and an EV1 might well follow closer to 2030, while the EV6 has just been facelifted and EV4 build starts at the Žilina factory in Slovakia as soon as next month. EV1 to EV9? Things have, however, shifted somewhat since Kia Corporation held its EV Day only 21 months ago. Back then, existing and confirmed future models were EV3, EV4, EV5, EV6 and EV9 with a stated goal of offering 15 EVs by 2027. Annual sales of one million electric Kias by 2026 was a further ambition. That would have accounted for 25 percent of the company's total forecast of passenger vehicle production. Then by 2030, this was to be 1.6 million units per annum. Heady stuff, those goals. However, The Trump Administration, a flood of cheap EVs in China and general volatility for interest in electric cars the world over have combined to Kia Corporation revise its outlook. Demand continues to see-saw throughout Europe and Asia while a further downturn in North America is forecast. Build in Korea, and soon, in the USA We west Europeans are pretty much the main target for the EV3, the UK being the region's second largest market for electric cars. Not that Kia builds it here; instead Autoland Gwangmyeong is the lead plant, producing both LHD and RHD examples. Also known as Gyeonggi No 2, this facility now manufactures only EVs following a temporary idling and refit in 2023. The small-to-medium-sized SUV will also be made at Kia's Monterrey factory in Mexico, the specially modified EV3 for North America having a third, lower case letter (SVm) in its codename. Both are based on HMG's E-GMP and have a 400-volt electrical architecture whereas the larger EV6 and EV9 each have an 800-V one as well as a rear-biased drive system. While the model is still a fairly new addition to the line-up for the UK, it dates to a world debut at the Busan motor show 13 months ago. South Korea was the first market (July 2024) with sales in LHD European countries commencing in the final quarter of last year. And as was recently confirmed, the EV4 and EV5 are both coming to Europe within the next six to twelve months. Roominess as standard Anyone familiar with even the EV9 or just-facelifted EV6 will still find the EV3 to be a new kind of Kia. Compared to something like the Ceed it's completely different and that includes not just the way it looks and drives but how the interior is laid out. In common with the similarly proportioned VW ID.3, there is a vast amount of space in a package that's bigger than a Polo yet smaller than a Golf. Drive is to just the one axle - the front one - though a two-motors all-wheel drive GT variant is said to be on the way. The wheelbase, which is 2,680 mm, helps explain how HMG created a car which is 120 mm shorter than the e-Niro yet has oodles of room for legs. The dashboard, seats, door cards, even the headlining look like next generation components and have strong links to existing electric Kias such as the EV6 and EV9. Kia specifies a 150 kW (204 PS) and 283 Nm motor for all variants but with two battery choices, those being 58.3 kWh or 81.4 kWh. Not that you can see any of the major drive system parts: lifting the bonnet reveals mostly lots of black plastic shielding. There is however a small boot, its 25 litres of capacity being only just enough to hold the charging cables. The luggage bay, on the other hand, is big, with an official volume of 460 litres. Typically electric: heavy, even in base form I had only a brief drive of the EV3 and it did impress, even if the ADAS can be a touch too-keen. Happily, real buttons exist to deactivate Lane Assist. This being a heavy car for its size - 1,750-1,850-ish kilos depending on the battery - the ride is nicely smooth but the steering could do with a little more in terms of a direct feel. It's brisk enough, though top speed is a mere 106 mph or 170 km/h and the best range is an indicated 350 miles, that being for ideal conditions with the larger battery. If you're wondering about their chemistry, that's NCMA. These nickel-cobalt-manganese-aluminum lithium-ion cells were developed via a joint venture between Hyundai Motor Group and LG Energy Solution. Kia Corporation is hoping for peak global sales of 200,000 cars annually, of which 25,000-30,000 should be in South Korea. The way things are going, 2026 could see that achieved, things being helped along greatly by the European region, with the UK likely to remain an especially strong market."Kia on a charge with EV3" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Korea Herald
5 days ago
- Automotive
- Korea Herald
LG BRINGS PREMIUM STREAMING TO NEW KIA MODELS IN EUROPE WITH WEBOS AUTOMOTIVE CONTENT PLATFORM
Proven In-Car Entertainment Solution Delivers Immersive Media Experiences and Transforms New Kia Models into "Living Spaces on Wheels" SEOUL, South Korea, July 16, 2025 /PRNewswire/ -- LG Electronics (LG), a leading innovator in mobility technology, announced that its webOS-based Automotive Content Platform (ACP) will power in-car streaming for Kia Corporation's new European models. Debuting on the recently introduced EV3, the platform will also be extended to the upcoming EV4, EV5 and New Sportage. This marks an expansion of LG's innovative in-car experience to the European market, following successful deployments in Korea. LG's ACP runs on the powerful and versatile webOS platform, which already powers over 240 million LG Smart TVs worldwide. Building on the TV platform's proven reliability and intuitive user experience, the automotive-optimized webOS offers drivers and passengers instant access to a wide array of content and services, tailored specifically for the in-car environment. As a core component of "LG AlphaWare," the company's comprehensive software-defined vehicle (SDV) solution suite, the ACP redefines the car as a true "living space on wheels." The platform allows passengers to stream their favorite content directly on the vehicle's infotainment display, * delivering an experience comparable to that of a smartphone or smart TV – while adhering to driving safety regulations. Kia's European model lineup will offer a diverse in-car entertainment experience, featuring popular content from platforms including Netflix, Disney+, YouTube, LG Channels, Baby Shark World for Kids, Stingray Karaoke, Haystack News and Vasari. Later this year, the content library will expand to include Rakuten TV, Napster, and German OTT service Joyn. Available only when parked, these video streaming services let occupants turn the car into a private cinema – further enhancing the in-car media ecosystem. "By bringing the webOS Automotive Content Platform to Kia's European model lineup, we are making it easy for people to enjoy their favorite content wherever they go," said Eun Seok-hyun, president of the LG Vehicle Solution Company. "LG remains committed to enhancing partnerships and expanding our content ecosystem to deliver premium in-vehicle entertainment and next-level connectivity." * An automotive data plan is required to access streaming services. Access to certain apps may require a separate subscription. About LG Electronics Vehicle Solution Company The LG Vehicle Solution Company (VS) is bringing LG's unique human-centered innovations to the automotive industry. As a trusted and innovative partner, the company provides intelligent solutions including head units, displays, connectivity, ADAS vision systems, and software solutions for software-defined vehicles. Committed to "Driving Better Future Mobility," the company has diversified its portfolio to further strengthen its capabilities, including automotive lighting systems, e-powertrain, and cybersecurity. For more information, visit To stay updated with the latest news, subscribe to the LG mobility newsletter, LG Loop at and follow the LG VS Company LinkedIn channel at .
AU Financial Review
13-07-2025
- Automotive
- AU Financial Review
This small but perfectly formed SUV is the perfect entry-level EV
What is it? The EV3 is the entry-level electric car from Kia. It's a boldly styled small SUV with an overall length of 4300 millimetres, placing it almost exactly between the Volvo EX30 and BYD Atto 3. 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.
