Mini Countryman vs BYD Atto 3

What's the difference?

My time with the Countryman JCW was brief, but it was enough to confirm that the new-generation model has lost nothing by gaining a few inches.

Mini has ensured that the JCW remains the pinnacle of its range.

When you push the JCW into tight corners at speed, the car’s intentions are clear. This is a dedicated performance model, but it has that duality of being an everyday hauler as well.

Like its interior design, you may find the BYD Atto 3 Extended Range to be a divisive experience. On the one hand, I like how well it handles in the city and the playful design.

The car feels roomy and the boot is a good size but this is not an open-roader. If you plan on doing weekend escapes in this, think again. This is a car that likes the city and will complain if you venture outside of its limits.

I do like the affordable price tag, considering it's an EV, and the features you get but that open-road ride needs improvement.

I have already detailed the design of the new Countryman in my review of the Countryman SE, but the JCW has a slightly different look.

The sporty JCW body kit includes elements like stripes, a two-tone roof, some extra visual flourishes and black 19-inch alloy wheels. In black body paint with a red roof, the look is quite cool. But a static example we saw in Portugal in Nanuq White was our pick.

Inside there are unique JCW elements including the sports seat design, steering wheel, and black and red contrast seats and stitching.

None of the JCW styling elements are over the top. They add up to give it a subtly sporty look without shouting it from the rooftops.

The exterior is quite understated and you might not necessarily pick this out as being an EV at first glance. It has a nice-looking profile that immediately identifies it as a medium SUV and it should appeal to owners who want something that looks smart but won't stand out on the road.

There are some cool design elements like the textured chrome panelling on the C-pillar and bonnet, which enhances the BYD badging. The LED strip lighting for the daytime running lights and tail-lights do lean more towards the futuristic vibe that EVs usually showcase.

The interior is where the fun has been had but it's likely to be divisive. The three-tone synthetic leather trims have some pizzazz but not everyone will like the black, white and navy combo.

That said, I like the contrasting red detailing on the piping, stitching and elastic door pocket cords.

The curvy dashboard features a white panel that looks like a flexed muscle (and not in a Magic Mike way!). The air vents remind me of the Echo Base on planet Hoth in Star Wars, which will always be cool to me, but my husband thinks they look like stacked drink coasters.

The rotary door handles are a total vibe and the adjustable ambient lighting manages to tie it all together but while it's great that BYD has had fun in here, not all of it lands for me.

Once again, please visit the Countryman SE review for the ins and outs of the 2024 Mini Countryman interior.

But for highlights, the storage up front is lacking somewhat, but there is ample space throughout the cabin, given the new Countryman is 130mm longer and 60mm taller than the old model. 

The toggles are cute, but the engine stop/start and Mini Experiences toggles look too similar and are right next to each other.

The massive new 9.5-inch circular OLED screen is beautiful to look at, and fairly logical to navigate. The various Mini Experiences - basically modes that change things like ambient lighting and more - are cute, if a little gimmicky. 

Rear seat space is ample, too, and the usual amenities are also there, including a central armrest with cupholders, outboard ISOFIX points, knee-level air vents, map pockets, big bottle storage and two USB-C ports.

The boot offers more space than the electric Countryman - the JCW can swallow 505 litres, increasing to 1530L with the rear seats lowered.

As soon as you slide in, you're pleasantly surprised by how roomy it feels. I have plenty of leg- and headroom in both rows for my 168cm (5'6") height. Which is impressive given the massive panoramic sunroof.

Both front seats are heated and electric with the driver's side sporting a six-way adjustment, while the passenger is only four-way.

However, due to the sports-like seat style, the headrests are fixed which may annoy taller drivers. There is no lumbar support either and, trust me, you'll notice it on a longer trip. Ouch.

Up front, the individual storage is good with an extra deep middle console and a shelf that sits underneath the 'e-shifter'. Plus, there is a glove box and a handy utility tray that houses the wireless charging pad.

The back seat is very comfortable and individual storage is adequate for the odd passenger with two map pockets and four device pockets available.

The drink bottle holders and cupholders (two in each row) are a tad skinny, though, and two regular-sized takeaway coffee cups will overlap at the lid.

Charging options are good throughout with each row getting an USB-A and USB-C port, the front also gets a 12-volt socket.

However, the ports are hidden in the shelf of the middle console and I'd prefer to have the media port up top as it's wired Apple CarPlay and Android Auto.

The 12.8-inch touchscreen multimedia system looks massive on the pared back dashboard and it rotates, allowing you to choose portrait or landscape mode. However, this function is disabled while using Apple CarPlay.

The system is pretty simple to use and the graphics are clear but a lot of functions are buried in sub-menus. Like the heated seat function. I honestly kept forgetting it had them.

I like to drive with the headlights on, as a defensive driving technique, but that dims the screen during the day so much you can't really see it.

The Dirac sound system with eight speakers is sufficient but I noticed the sound quality on my calls was a bit tinny.

The 5.0-inch digital instrument panel's positioning on the steering wheel means you don't miss having a head-up display but the alignment is off by a millimetre or so. Just enough to annoy someone with mild OCD.

The boot space is the highlight for me, though, with its 440L of capacity. You can bump that up to 1340L with the rear seats folded and the rear seats have a 40/60 split-fold.

You'll be making do with a puncture repair kit as there isn't a spare tyre but the powered tailgate was super handy this week on my grocery run.

Curiously, there is no 'frunk' storage, despite there being plenty of room for one.

There's something appealing about BYD's simple and straightforward marketing and purchasing strategy - what you see, is what you get.

There are only two models to choose from, the Standard Range and, our model, the Extended Range. As the name suggests, our model has the longer driving range but there's not that much difference in the specifications between the two outside of that.

One colour - 'Ski White' - is no cost, while 'Parkour Red', 'Surf Blue', 'Boulder Grey' and 'Forest Green' cost $700 extra.

Our model will now cost $51,011 to purchase (before on-road costs), that's a $3630 price hike since the start of the year! Even with the new price, it's more affordable than its nearest rivals with the MG priced at $55,990 and the Leaf e+ at $61,490.

However, you do get a decent number of features for your cash, like heated front seats, electric front seats, a panoramic sunroof, synthetic three-tone leather trims, adjustable ambient lighting, wired Apple CarPlay and Android Auto, and some decent tech (more on that later).

All external lights are LEDs, with headlights having an automatic function and there are two levels of regenerative braking to choose from.

There are some great practical features, too, like a darkened headliner, powered tailgate and 'lock charging port' function (in case you need to leave you car while it's on charge).

Under the rather sculpted bonnet of the Countryman JCW is a 2.0-litre turbocharged petrol engine, driving all four wheels via a seven-speed dual-clutch automatic transmission. 

Power and torque outputs of 233kW and 400Nm is up and down compared to the previous model’s 225kW and 450Nm. Australia also gets a more potent tune than Europe. Because of stricter emissions regulations, it only pumps out 221kW in Europe. The new Countryman’s figures match the X1 and X2 M35i, given it’s the exact same powertrain.

The 0-100km/h dash time for this model is 5.4sec. That’s just 0.4sec quicker than the all-electric Countryman SE.

The Atto 3 Extended Range is a full EV with a single motor powered by a 60.48kWh lithium-ion blade battery. It is a front-wheel drive and has a maximum power output of 150kW and 310Nm of torque.

So, it’s not the most powerful on the market but will certainly get you from A to B with ease and you can go from 0-100km/h in just 7.3 seconds.

Mini says the JCW consumes 7.8-8.3 litres per 100 kilometres on the combined cycle, but an Australian figure is yet to be confirmed.

Given my brief time behind the wheel I did not record an on-test fuel use figure.

Let’s talk charging. The Atto 3 has a Type 2 Combo CCS charging port and the on-board DC charger has up to 80kW of capacity.

What does that mean? Well, if you were to plug it in at home on a 7.0kW AC charger, you'd be able to go from flat to a full charge in roughly 10 hours.

Plug it into a 50kW fast charger, and you'd see that time drop to around one hour to get from 10 to 80 per cent charge. However, that capacity means it can't accept the faster 350kW charging speeds on ultra-fast chargers.

The official energy consumption is 16kWh/100km and my on-board figure was 14.7kWh.

It has an official driving range of 480km NEDC (420km WLTP), which is better than some on the market but I got major range anxiety this week!

It feels like it chews through its power. Since it's school holidays, I’ve been doing mostly longer open-road drives and have had to charge it three times already! Over three road trips, I've averaged a little over 200km of driving and saw my percentage go from 100 down to an average of 34 per cent at the end of each trip. 

So I had a bit of a taste of the Countryman JCW the day prior to driving it when I was behind the wheel of the BMW X2 M35i. The two models share a powertrain, but in the same way that the electric iX2 differs from the mechanically related Countryman SE, they have different characteristics.

Mini does its own tunes for things like steering and suspension, and the two models differ in size. Other elements like tyre choice and even the feel of the steering wheel further differentiate the models. 

I have driven a few recent JCW products, including the adorable but recently discontinued Clubman JCW at a previous job. There’s something special about a Mini JCW model, and the brand has worked hard to preserve that with the new, bigger Countryman.

For starters, that 2.0L turbo engine is a sweetie. There is a bit of turbo lag accelerating from a standing start, but once it kicks in there’s plenty of power to hit that 5.4-second 0-100km/h time. And it just keeps going. It’s responsive, willing and just plain fun!

It has a lovely engine note, but I suspect some of that is amplified sound.

As with the electric SE, the JCW’s steering is sharp and tuned for dynamic driving. As is the suspension setup, which has a firmness to it without being uncomfortable, even on pockmarked backroads. Mini has struck a nice balance here.

What about the go-kart feel Mini is known for? Fear not, because the JCW’s dynamism hasn’t been blunted by the additional size of the new-gen model. It carved through bends without a hint of body roll and maintained an impressive amount of grip.

The driving lets this down for me. It's not as zippy as other EVs I've sampled and can even feel a bit sluggish when you accelerate from a full stop. However, it has enough kick for open-road driving, if you're desperate.

Desperate is the key word, though, because this is a total city-slicker. Around town, it handles itself well in tight streets and corners (that 11m turning circle is a charm) but isn't as confidently placed on the road at higher speeds.

And if you happen to be driving on the open-road on a blustery day, it's no fun at all. It shifts and squirms in the lane, with the cabin noise rising to din levels.

Ride comfort is generally good with suspension that feels cushioned but not floaty around the city. Different story on the open-road!

The controls and e-shifter are all well-placed in the middle console but I'd prefer the start-button to be located somewhere else. I mistook it for the ‘Park’ button a few times, which annoyed me.

The regenerative braking can be adjusted to two levels, low and high. Even on the highest setting, it doesn’t have a big physical presence but there's enough to know it's working.

The Atto 3 earns back a couple of points for being stupidly easy to park. The 360-degree view camera system is super clear and I didn’t have to be too choosy with car spaces either because of its size.

This has a good list of safety features coming as standard, like blind-spot monitoring, lane departure alert, lane keeping aids, rear cross-traffic alert and braking, adaptive cruise control, traffic sign recognition, 360-degree view camera system, as well as front and rear parking sensors.

It has autonomous emergency braking with forward collision warning and features car, pedestrian, cyclist and junction turning assistance. It's operational from 4.0-85km/h (up to 150km/h for car detection).

The Atto 3 was awarded a maximum five-star ANCAP safety rating in 2022 and has seven airbags, including a front centre airbag.

If you have a couple of kids, you’ll like the ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. 

Curiously, there is evidence of ISOFIX mounts on the front passenger seat which need to be removed for our market, instead of just being 'disabled'.

Like its Mini stablemates, the Countryman is covered by a five-year/unlimited kilometre warranty and like its BMW relatives, Minis don’t have a specific term for a service schedule. Rather, the servicing is ‘conditions-based’ meaning the vehicle will tell the user when it needs to be booked into a dealership.

A six-year ‘Service Inclusive’ package from Mini Australia will cost $3092 for the JCW, which is about $80 less than the BMW iX2 twin, but still not cheap.

BYD backtracked from its original warranty launch offer of seven years/unlimited km and the Atto 3 now comes with a six-year/150,000km main warranty.

But the battery has an eight-year/160,000km warranty, which is more in line with the market.

You can choose between two servicing plans – 'Light’ for those who do under 12,000km per year and a ‘Standard’ plan for those who do more. 

Given my open-road and charging experience, I'd say it's a good bet you'll be on the light plan.

On the light plan, services are capped at $189 per year for five-years or up to 60,000km – whichever occurs first.

On the standard plan, which spans eight-years or up to 160,000km, you can expect to pay an average of $299 per service. 

Both plans are fairly affordable but the recommended servicing intervals are every 12 months/20,000 which is a term you often see on a fuel-based car, not an EV.