Mini Countryman vs Nissan Qashqai

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.

So, should you give up on the Qashqai e-Power, or surrender to its many and varied charms? Well, when the Japanese brand really tries, as it clearly has here, Nissan can be as imaginative and as innovative as any carmaker on the planet.

And given the latest Qashqai out of Europe is so advanced and unique within its SUV category, this deserves to be on everybody’s shortlist. With e-Power under that pretty bonnet, this Ti is a leader, not a follower. This underdog could win best-in-show!

Note: CarsGuide attended this event as a guest of the manufacturer with accommodation and meals provided.

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.

There’s nothing radical or ground-breaking about the third-gen version’s styling, other than it’s pretty and unmistakably a Qashqai. Even from tens of metres away. That’s a hallmark of good design.

But, like an Oscar’s worthy red-carpet outfit, the familiar lines remain classy on this third imagining, with a particularly strong front-end LED lighting graphics presence against a modern grille treatment, pleasing classical proportions and an elegantly executed posterior.

Unless you’re a train spotter-type or work for Nissan PR, it’s easy to miss the very minor details setting this particular Ti apart. Nissan dubs the extra glossy black lipstick up front as its ‘premium grille’ appearance. There’s a smattering of e-Power badges. And ground clearance drops 5.0mm, to 175mm. That’s it.

As with all current Qashqais, the e-Power offers larger packaging compared to before, as a result of adopting a fresh “global Renault-Nissan-Mitsubishi Alliance platform”. The upshot is a longer, wider and taller small SUV, to the tune of 31, 30 and 29mm, respectively.

And, for the benefit of rear seat occupants, the wheelbase has also been stretched by 19mm.

It’s worth noting that, despite Nissan’s best efforts to keep the kilos down by deploying aluminium for the doors, bonnet and front guards (resulting in a commendable 60kg saving while body stiffness rises by 41 per cent), the e-Power attracts a hefty 200kg penalty over the ICE Ti.

Does this adversely affect efficiency? Please keep reading to find out.

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.

Being bigger than before brings benefits.

The Qashqai’s doors open super-wide. Great for entry/egress, winning over SUV sceptics and inflicting damage on adjacent vehicles.

Once sat inside, the people-pleasing presentation continues in this sumptuously-presented Ti grade, with eyes immediately drinking in the pleated leather-faced seat patterns, subtle colour-coded trim, attractive dashboard architecture and the surprising depth of quality in the materials deployed.

As we discovered to our delight, all are further flattered when drenched in the dappled rays of an early autumnal afternoon sun, courtesy of that panoramic hole in the roof.

If you’re expecting the common-sense dullness of some less-ambitious Nissans, a significant mindset reset is required, highlighting the European aspirations of this cosy yet comfy British-built SUV.

In our comparatively brief time in the Qashqai, we also noted the excellent driving position, enveloping support of the fine front seats, user-friendliness of the digital displays (including the head-up dials), clear instrumentation that still manages to convey as much, or as little, data as you need without bamboozling you with info-overload, generous storage and an effective climate-control system.

Plus, that vast sunroof includes a full-sunblock screen – a feature sorely missing in many European and Chinese branded alternatives. Others, take heed.

Our main objection is obstructed over-the-shoulder and rear vision, that’s very obvious when parking in tight spots. Those cameras are essential.

Moving out the back, it’s fairly spacious for most people though knee room remains tight for longer-legged passengers. Most expected amenities are present, such as face-level air vents, USB-A and -C outlets, a centre armrest with cupholders and overhead lighting. And the upmarket ambience carries through, too.

But don’t go expecting any sliding or reclining back-seat versatility, as you might find in some rival SUVs.

Now, here’s an interesting fact. Nissan says there’s no drop in cargo capacity between the e-Power and the regular ICE-powered version of the Qashqai. Indeed, the figure increases, from 418 litres to 452L and, if you lower the back seat, from 1513 to 1518L.

So, how does this magic work? The location of the battery underneath the front seats (rather than under the rear bench) helps, as well as the elimination of the ICE Ti’s 19-inch alloy spare wheel for that infernal tyre-repair kit.

Win some, lose some!

Right now, there’s only the single, Qashqai Ti e-Power grade for Australia.

Starting from $51,590, before on-road costs, it adds $4200 to the price of the regular 1.3-litre turbo-petrol Ti, and is gunning straight for more conventional hybrids like the Hyundai Kona N-Line HEV, Honda’s superb ZR-V e:HEV and the new, second-gen Toyota C-HR Koba.

Now, they’re all conventional hybrids with their internal combustion engine (ICE) doing the driving, so the Nissan has a point of difference – and possibly an advantage – over those.

Note, though, that both the C-HR and Kona hybrids also come in grades costing under $45,000 – something the Qashqai e-Power won’t match until the lower-spec versions arrive in Australia sometime later on.

At least Nissan sees fit to stuff the Ti with luxuries like adaptive LED headlights, a head-up display, panoramic sunroof, hands-free powered tailgate, a 10-speaker Bose audio system, heated front seats with massaging function, pleated leather trim, front and rear USB A/C outlets and 19-inch alloys.

These come on top of expected goodies like dual-zone climate control, a 12.3-inch central touchscreen, satellite navigation, wireless Apple CarPlay, wired Android Auto, digital radio, a wireless phone charger, a surround-view camera, auto on/off headlights and wipers, auto-folding exterior mirrors and ambient lighting.

There’s also a host of welcome driver-assist tech. More on those in the Safety section below.

However, the e-Power loses the essential temporary spare wheel for the fiddly and often-useless tyre repair kit. Not good enough, Nissan.

That aside, they make for a finely-crafted and properly fully-equipped small hybrid SUV out of Europe, that, when considered in that light, offers strong value-for-money against technically less-intriguing alternatives.

Advantage, Qashqai.

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.

Under the e-Power’s bonnet is a 1.5-litre three-cylinder, turbo-petrol engine featuring a unique and intriguing, efficiency-enhancing yet performance-boosting, variable compression ratio.

It produces 116kW of power and 250Nm of torque on its own, and is mated to a small-ish 2.1kWh lithium-ion battery and inverter, powering an electric motor that sends drive, via a single-speed reduction-gear transmission, to the front wheels. A set-up Nissan calls 'e-CVT'.

Combined power and torque maximums are 140kW and a considerable 330Nm, respectively. Tipping the scales at 1728kg, the Ti e-Power’s power-to-weight ratio is a healthy 81kW/tonne.

Along with 'Sport' and 'Eco' modes, there’s also a one-pedal driving option that provides electricity-saving regenerative braking that washes off a good deal of speed to substantially slow you down. It's a stepping stone between a hybrid and full EV and you never need to plug it in anywhere.

Nissan made myriad changes to the MacPherson-style strut front and multi-link rear suspension design to accommodate all the additional electrification tech.

Remember towing capacity is half that of the regular Qashqai’s 1500kg (braked trailer), dropping to the latter’s 750kg unbraked figure.

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.

Nissan reckons the Ti e-Power should average around 5.2L/100km on a combined urban, extra-urban cycle, which equates to a carbon dioxide emissions rating of 117 grams/km.

We managed a still-commendable 5.8L as indicated by the trip computer, but we did not have a chance to test it at the pump.

Note, as with all Qashqais, the e-Power needs more-expensive 95 RON premium unleaded petrol. Brimming the 55L fuel tank, expect a range of up to around 1050km between refills. That's 150km up on the regular 1.3L turbo versions.

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.

Two things are obvious soon after the driver presses the starter and silently whooshes away in a Qashqai Ti e-Power.

Firstly, there’s a real weight to it, highlighting this as a solid (as well as heavy) vehicle of substance. And, secondly, once over this initial impression, everything then seems completely normal and intuitive. There’s nothing alien going on here.

Despite the mass, acceleration is brisk, with throttle response becoming even livelier once on the move, since you can feel all that instant torque on tap, even with a light flex of your right foot.

Pushing down harder, it should soon become clear this is a fast machine, so keep an eye on that digital speedo display. It caught us out a couple of times during our test drive through central Victoria.

Using the driving modes reveals varying behaviour according to the settings. In Eco mode the e-Power has a smooth and relaxed gait; performance is Normal seems more spirited while in Sport responses are appropriately stronger and more urgent.

It’s worth keeping the latter in mind, because the chassis is set up for a sporty, Euro feel, meaning there’s a tautness to the suspension that's a little at odds with the plushness of the interior. This isn’t a soft, bouncy ride.

Rolling on a 235/50 R19 wheel and tyre package, there’s a pleasing balance of steering feel, handling agility and roadholding grip, resulting in a dynamically athletic and reassuringly controlled vehicle, even at speed through tighter corners. However, as with the e-Power’s acceleration delivery, the keener driver has to first push through a level of inertia to discover this.

One trait worth keeping in mind is that the tail can become loose and even slide out a little before the ESC quickly yet calmly reels it back in, if you attempt to take a bend too fast. Beware, though, that as the roads were hot and dry during our drive, we cannot attest to how this behaviour will manifest in the wet. Should be fun if you’re a keener driver. We weren’t expecting that.

What else? The easy e-Pedal function works well, providing significant braking up to a point, without bringing the vehicle to a full stop. It soon feels second nature.

Plus, unlike most Toyota hybrids, many EVs and even the X-Trail Ti e-Power we tested recently, the smaller-brother Qashqai avoids that oddly wooden brake-pedal feel, though again, a test in inner-urban traffic may reveal something else.

And, finally, over coarse-chip surfaces, there’s a bit too much tyre or road-noise intrusion coming inside, though over the smoother stuff, you’ll also feel blissfully cocooned in the comfort the Ti packaging provides.

Overall, then, the Qashqai e-Power is a swift, agile and entertaining drive, as well as safe and secure, revealing a further depth to Nissan’s engineering talent and capability.

The e-Power is included with the rest of the existing Qashqai range in scoring a five-star ANCAP crash-test result in 2021.

It features seven airbags including front-centre and front-to-rear curtain coverage.

You’ll also find front and rear Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, blind-spot warning, lane-keep assist systems, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front and rear parking sensors, ABS with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control, traction control and a surround-view monitor.

There’s also a vehicle approach sound for pedestrians.

Note that Nissan’s AEB kicks in from 5.0-130km/h, pedestrian and cyclist AEB from 10-80km/h, and the lane support systems work between 60-250km/h.

ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the rear bench.

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.

Like all Qashqais, the Ti e-Power offers a five-year/unlimited kilometre warranty that also includes roadside assistance. Nothing unusual there.

Service intervals are at every 12 months or 10,000km. The latter is 5000km sooner than in the ICE equivalent, by the way.

Nissan also offers a choice of servicing options, starting with the Capped Price Servicing that is nearly a thousand dollars cheaper than the regular ICE versions of the Qashqai over the six-year period as published on the company’s website, at around $2850.

Pay in advance and there’s an additional 10 per cent discount. Of course, terms and conditions apply.