Mini’s freshly revealed all-new electric generation is bringing a world of possibilities to the English brand, with a whole host of new models under consideration to join the Cooper hatch and Countryman.

With a pure-electric architecture underpinning the new Cooper three-door hatch and a platform borrowed from the BMW iX1 for the new Countryman, Mini’s new sandbox will spawn numerous parallel model lines in the coming years and perhaps even a sub-brand.

The company is not at point to confirm which vehicles will join the pioneering pair, but has revealed that it has multiple directions to pursue including retro revivals, previously unexplored segments and even larger Mini models.

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Speaking at the reveal of the new Mini family in Munich, Mini brand head Stefanie Wurst confirmed the Aceman would form a third member of the family but the new models would not stop there.

“If you look into different body types we have a classic three-door and five-door and convertible, we have the large Countryman and smaller SAV five-door electric Aceman,” she said. “I think there are more body types available.

“Mini is a very strong brand and a lot of new concepts maybe under a new umbrella are possible.”

One such possibility is a return of the Moke and when asked if the iconic bantamweight adventure Mini might be resurrected, Wurst said the name had been very recently discussed inside Mini walls.

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“I think it’s a great idea. It fits the Mini brand very well and it’s also possible if you think of an addition or variation of a Countryman, that would be a great concept.

“I’m not sure if we own the name but we were researching it a couple of weeks ago. If we wanted to re-own it we probably could.”

With the discontinuation of the Clubman, Wurst explained that the company would have only one large model in its ranks and finding derivatives that could take the new Countryman as their basis was a high priority.

“Currently we have a Clubman and a Countryman but in the future we will only have the Countryman. The goal is to work with the Countryman as much as we can. We have two big Minis but in the future we will only have one so we have to make use of this car as much as we can.”

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Also on the cards is a larger Mini model that could introduce the company’s first model for more than five occupants.

Most likely will be a production version of Mini’s 2021 concept which showcased a model similar in philosophy to Volkswagen’s ID Buzz.

When asked if the Mini brand could support a model that would compete with Mercedes’ small MPV/SUV models EQB and GLB, Wurst responded “That style, no, but we had a concept called Urbanaut.”

This van-like concept, said Wurst, could become the biggest Mini yet with space for more than five occupants or a load of equipment for those looking to have a mini home away from home.

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“It was a great concept for Mini,” she said. “Urbanaut is definitely an interesting concept.

“Urbanaut wasn’t very specific on seat capacity but it had a lounge area so instead of doing that you could also imagine a bigger seating capacity.”

Mini head of design Oliver Heilmer boosted the prospects of a production version of the Urbanaut even further.

“We constantly look into different markets and customer groups to get a sense of what could be the next proper character in the Mini family,” he said.

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“The Urbanaut wouldn’t be an MPV it would be more about how you use the space. It was designed to use the space while it was standing still.

Intriguingly though, the company might be mulling a new sub-brand to accommodate larger Minis and avoid cluttering the more compact model lines with bigger vehicles that might confuse brand messaging.

When asked if a Mini model could grow too big to be a Mini, Wurst said it was something the company was careful to avoid, and a strategy on how to grow the brand into larger territory without alienating customers was under discussion.

“I personally think we’ve reached a good size, yet I think when we launch a larger Mini or an extended Countryman, I don’t know if this is still a Mini.

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“I would rather go on a new innovative concept that is more unexpected and surprising because Mini is about doing things a different way. Instead of going a larger wheelbase, I would much rather go for a different concept.”

The company has almost limitless past heritage models to chose from including sedans such as the the Austin Maxi and Morris 1100, or even the off-road focused concept Twinny to name just a handful of more likely candidates.

Either way, Wurst confirmed that no new car would be given the free light unless it could be unique and unlike anything existing.

“I think that’s possible (small sedan) but it would have to be something that looks very Mini despite its longer shape.

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“As we are getting closer to a BMW concept here, my answer would be the same as for the multi-seater – we would rather have our own unique concept rather than something BMW already has.

“I’m not excluding it, but if we launched it, it would have to have something specifically Mini that a BMW or other small sedan doesn’t have.”

Finally, a return of the Mini convertible is another, perhaps less surprising model we can expect to arrive in the coming years.

Wurst explained that, while Australia missed out on the exclusive electric version available alongside the Mini Cooper SE hatch in Europe, Australia wouldn’t forgo a second generation of the zero-emissions soft top.

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“I really tried to cover Australia with the electric convertible but it wasn’t possible with only 999 (worldwide) but I think there’s a lot of possibilities on the way with the body types we have now. This one would be a great addition.”

Whatever the fun-focused brand has planned to introduce alongside the refreshed line-up, it won’t happen until its trio have settled into their various global markets

“We can’t even imagine what other concepts might be in-house that we could also launch because Mini is about very smart and fun urban mobility. We’re always open for new concepts but we have a lot to do with the transition.

“We have to slice the elephant. We cannot do everything at the same time because we’re on a very busy road”.

The 2024 Renault Scenic E-Tech has debuted as a small electric SUV – and it could come to Australia.

Revealed at the 2023 Munich motor show, the Scenic E-Tech is said to retain its “pioneering and family-friendly DNA”, with a longer wheelbase than before and up to 620 kilometres of WLTP-rated driving range.

First introduced in 1996 as a Megane-based small multi-purpose vehicle, the Scenic retained this body style across three generations until the last model ended production in 2022, with the nameplate now re-purposed for its fifth generation as an all-electric SUV.

It follows the recent introduction of the sixth-generation Renault Espace as a mid-size hybrid SUV – a larger, seven-seat version of the Nissan Qashqai-based Austral – replacing the large MPV.

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The Scenic – and its Scenic RX4 four-wheel-drive derivative – was sold in Australia between 2001 and 2009, and the name could return to local shores with the Scenic E-Tech.

“We are excited by the Renault Scenic E-Tech and could see it working in Australia if it’s made available to our market in right-hand drive,” said a Renault Australia spokesperson.

“As always, each potential model then needs to go through an internal business case to justify Renault’s investment to comply with Australia’s unique design rule requirements.”

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Under the skin, the Scenic E-Tech is based on the same CMF-EV platform as the Megane E-Tech and Nissan Ariya, both due in Australia in 2024. It has a “compact battery supplying up to 87 kWh” and an electric motor with “up to 160kW”.

Measuring a compact 4470 millimetres long, 1860mm wide and 1570mm tall, with a 2780mm wheelbase, the Scenic E-Tech is similar in size to the BYD Atto 3 small SUV rather than the larger Tesla Model Y, the world’s best-selling electric vehicle.

Inside, the Scenic E-Tech is almost identical to the electric Megane, with a 12.3-inch digital instrument cluster ahead of the driver and a 12-inch OpenR Link infotainment system powered by Android Automotive 12, allowing for Google’s built-in features.

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Wireless or wired Apple CarPlay and Android Auto support is retained, while the system supports over-the-air software updates, “AI-generated suggestions”, and voice control.

Like the Rafale, the Scenic E-Tech has polymer-dispersed liquid crystal technology for the panoramic sunroof that can darken and lighten, similar to the Porsche Taycan and BMW iX.

Renault said up to 24 per cent of the vehicle’s materials are recycled, and 90 per cent of “its mass – including the battery – is recyclable”.

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The Esprit Alpine range-topper features 20-inch wheels and recycled fabric upholstery made from used plastic bottles and seatbelts.

The 2024 Renault Scenic E-Tech electric SUV will be built in France alongside the Megane E-Tech and reach the European market early next year. It has yet to be confirmed for Australia.

Could the Scenic E-Tech replace the Koleos?

Despite being replaced by the new Espace in Europe, Renault Australia’s top-selling vehicle, the Koleos, will continue in its current form in Australia until the end of next year, with no direct successor currently announced.

Renault Australia general manager, Glen Sealey, previously told Wheels “[Koleos] production will run through this year, through next year. And after that, we don’t know”.

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Three right-hand drive options are available in Europe that could replace Koleos locally: the smaller Austral which replaced the Kadjar once sold in Australia, the new Rafale coupe SUV, or the Scenic E-Tech.

Renault has yet to confirm right-hand drive production for the Espace – including for the United Kingdom, where it has a higher market share.

Next year, Renault Australia will launch the Megane E-Tech, the latest Kangoo small van, a facelifted Arkana small SUV with available hybrid power, and the all-electric Master large van.

Ferrari has revealed pricing for the 296 GTS – a roofless version of the GTB supercar.

Utilising the same electric-boosted 3.0-litre turbo-petrol 120^o V6 powertrain configuration, the $668,146 supercar develops 610kW and 740Nm.

The mid-ship 296 GTS sends its power to the rear wheels via an eight-speed dual-clutch automatic and is able to race from 0-100km/h in 2.9 seconds and onto a top speed in excess of 330km/h.

With a 7.5kWh battery, the roadster is capable of travelling around 25km on electric-only propulsion. It also demands a seriously hefty premium over the fixed-roof 296 GTB which continues at its starting price of $568,300 before on-road costs.

2023 Ferrari 296 pricing

Our original story, below, continues unchanged.

June 2022: Ferrari 296 GTS roadster revealed

The 2023 Ferrari 296 GTS was unveiled overnight, offering buyers an open-air driving experience with up to 25km of pure-electric driving range.

Ferrari’s new 296 GTS is the roadster version of the 296 GTB coupe, and like its sibling, is powered by a plug-in hybrid 3.0-litre turbocharged V6 producing 610kW and 740Nm.

The mid-mounted engine sends power to the rear wheels through an eight-speed dual-clutch automatic transmission with paddle shifters.

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Part of its performance is thanks to a 122kW/315Nm electric motor mounted between the engine and gearbox, fed by a 7.5kWh lithium-ion battery, which helps to get the roadster to 100km/h from a standstill in a claimed 2.9 seconds.

Top speed is said to be more than 330km/h.

The 296 GTS offers a folding hardtop, which can be raised or lowered in 14 seconds at speeds of up to 45km/h, while a height-adjustable rear glass screen reduces wind buffeting for occupants.

On the road, the driver can choose from four individual driving modes with the steering wheel-mounted eManettino switch: default Hybrid mode, pure-electric eDrive, Performance, and Qualify mode for maximum power.

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Buyers can also option the Assetto Fiorano package, which reduces weight by 8kg, adds carbon-fibre aero for an additional 10kg of downforce, and gains adjustable Multimatic shock absorbers, as well as an optional livery inspired by the Ferrari 250 Le Mans.

Exact pricing and specifications for the 2023 Ferrari 296 GTS are yet to be announced, but expect a healthy premium over the GTB’s price-tag of $568,300 before on-road costs, not including the Assetto Fiorano package.

The facelifted 2024 Audi Q8 SUV debuted at the Munich motor show.

Not to be confused with the renamed Audi Q8 E-Tron electric SUV (previously E-Tron), the internal-combustion Q8 large SUV – the slant-backed five-seat sibling to the three-row Q7 – has received a mid-life update following its 2018 launch.

“We are excited to see the facelifted Q8 family Down Under, and at this stage, we anticipate their Australian launch to be mid-2024,” said an Audi Australia spokesperson.

Outside, the updated Q8 wears redesigned front and rear bumpers, a new ‘octagon’ grille design’ with vertical inlays, and visible exhaust pipes for standard models in place of the faux units.

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The illumination system has new high-definition matrix-LED headlights with laser high-beam technology and four user-selectable light signatures.

Digital OLED tail-lights – first seen on Q5, A8 and forthcoming Q6 E-Tron – with four selectable rear light designs feature on the new Q8.

Audi has introduced new wheel choices between 21 and 23 inches and three new colour options: Sakhir gold, Ascari blue and Chili red.

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The updated Q8’s cabin features new decorative inlays and seats with contrast stitching. The MIB 3 infotainment system now supports third-party applications – including Spotify and Amazon Music – and the digital instrument cluster is enhanced to display additional driver assistance-related details.

Under the bonnet, the 2024 Audi Q8 retains its existing powertrain options, including the 210kW/600Nm 3.0-litre turbo-diesel V6 50 TDI and 250kW/500Nm 3.0-litre turbo-petrol 55 TFSI available in Australia.

Both models continue with a 48-volt mild-hybrid system and eight-speed automatic transmission.

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Specific enhancements for the sportier SQ8 variant include an L-shaped, honeycomb-look grille, a redesigned front spoiler and rear diffuser, and newly optional 23-inch wheels.

As before, the SQ8 has a 4.0-litre twin-turbo V8 engine delivering 373kW and 770Nm. It does not include a mild-hybrid system but features cylinder deactivation technology.

The 2024 Audi Q8 is currently open for orders in the European market. The RS Q8 performance SUV has yet to receive an update.

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Audi Australia has confirmed the updated Q8 is due to arrive in local showrooms mid-next year.

The Audi Q8 is priced between $132,269 for the 50 TDI and $219,069 for the RS Q8, both before on-road costs.

VFACTS new-car sales data reveals 328 examples of the Audi Q8 were sold in Australia year-to-date, compared to 605 units of the related Porsche Cayenne Coupe, 526 Mercedes-Benz GLE Coupes, 399 BMW X6s and 342 Range Rover Velars.

The Australian Tax Office (ATO) has issued a new determination that clarifies the Luxury Car Tax (LCT) application for goods-carrying vehicles, including one of Australia’s most popular car types, the dual-cab ute.

LCT – a legacy of an era where Holden and Ford still built cars on Australian soil – is applied to motor-powered road vehicles designed to carry a load of less than two tonnes and fewer than nine passengers.

The tax is applied to new cars sold over the ATO-designated threshold of $76,950, or $89,332 for fuel-efficient vehicles.

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Commercial vehicles that are designed for the principal purpose of carrying goods used for business or trade are not subject to LCT, while motor homes and campervans are also exempt.

A new determination called LCTD 2023/1 Luxury car tax: how to determine the principal purpose of a vehicle [↗] clarifies the decision-making process around commercial vehicles, offering a simplified formula to determine whether LCT applies to the sale price of a particular vehicle.

“Where the simplified method is used, the [Australian Tax] Commissioner will only apply compliance resources to determine whether the requirements set out under that method have been satisfied,” the determination reads in part.

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“The Commissioner will otherwise not apply compliance resources to determine whether the vehicle is a luxury car. This compliance approach is consistent with the Commissioner’s long-standing approach to the issue.”

Payload v passengers

The revised method uses a calculation that looks at seating capacity and goods-carrying capacity, and is particularly pertinent to dual-cab utes and modified vehicles.

In essence, the passenger carrying capability of the vehicle must be less than 50 per cent of the load capability.

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‘Passenger carrying capacity’ is the number of seating positions multiplied by 68kg, and the number of seating positions includes the driver’s seat.

The ‘load carrying capacity’ is determined as the difference between the gross vehicle mass (GVM) as specified by the manufacturer and the unladen mass, which is different to and does not include the towing capacity.

The ATO defines ‘unladen mass’ as the mass of the vehicle in running order, unoccupied and unladen with all fluid reservoirs filled to nominal capacity including fuel, and with all options fitted and standard equipment.

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Given that the passenger carrying capacity for every dual-cab ute on sale today is thus 340kg, the ATO determination doesn’t change the fact that even the most expensive utes on sale today are LCT-exempt.

This means that Australia’s dearest hay haulers, including the $86,790 Ford Ranger Raptor (717kg payload), the $73,990 Toyota HiLux GR Sport (794kg) and the $68,265 Nissan Navara Pro-4X Warrior (952kg) – will remain exempt from luxury car tax.

Despite its relatively low 693kg payload figure, even the $87,250 Jeep Gladiator Rubicon passes muster with five people aboard.

The Lotus Eletre will mark the British brand’s first high-end electric SUV and all-new model under Chinese owner Geely, when it lands in Australia in the second quarter of 2024 (April to June inclusive).

Priced from $239,000 before on-road costs, the Eletre will rival premium and high-performance five-seater large electric vehicles, including the BMW iX, Porsche Taycan Cross Turismo, and upcoming Macan EV.

It adopts the all-new Lotus-developed Electric Premium Architecture (EPA), which will be shared with the Emeya electric sedan when it joins locally in 2025, and is made at Geely’s Wuhan factory in China.

Three Eletre variants are offered

All feature dual permanent magnet electric motors, all-wheel drive, and a lithium-ion battery based on an 800-volt class architecture.

Lotus claims it recharges from 10 to 80 per cent in 18 minutes on a 350kW DC station.

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The Lotus Eletre is backed by a five-year / 150,000km vehicle warranty and an eight-year / 200,000km battery warranty.

It’s classed as a large electric SUV and measures in at 5103mm long, 2231mm wide, and 1630 to 1636mm high (depending on the wheel size).

It has a 3019mm wheelbase and a 0.26 drag coefficient, but unlike Lotuses of years past, it isn’t lightweight – with a kerb mass of between 2490 to 2640kg, depending on the variant.

There’s 688 litres of boot space in the standard five-seater configuration, which expands to 1532 litres when the rear seats are folded. A 46-litre frunk storage space is available under the bonnet.

JUMP AHEAD

• 2024 Lotus Eletre pricing
• 2024 Lotus Eletre features
• Colours
• Options

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2024 Lotus Eletre pricing

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2024 Lotus Eletre features

The base Lotus Eletre features dual electric motors and a 109kWh usable lithium-ion battery providing up to 600km claimed WLTP driving range.

Lotus Cars Australia has only released preliminary features for the base Eletre, with final specifications still to be confirmed.

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The Lotus Eletre S has the same drivetrain and battery.

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The Lotus Eletre R increases power and introduces a two-speed transmission, but reduces claimed WLTP range to 490km.

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Colours

Six exterior colours are available across the Lotus Eletre line-up, but pricing hasn’t been detailed.

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Options

A range of individual and option packs are available for the Lotus Eletre line-up via its online configurator.

This includes the interior colour, a four-seater ‘executive’ configuration, wheel designs, camera wing mirrors, fixed panoramic glass roof, automatic parking, and a more advanced adaptive cruise control highway assist system.

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The Lotus Emeya has been unveiled as the British brand’s new flagship luxury electric grand tourer – and it’s confirmed for Australia in 2025.

The Emeya represents the second all-new electric model under Chinese owner Geely, using the same Lotus-developed ground-up Electric Premium Architecture (EPA) as the Eletre large SUV.

The four-seater hyperelectric GT features dual permanent magnet electric motors to produce up to a ‘targeted’ 675kW of power and 985Nm of torque and accelerate from 0-100km/h in a claimed 2.78 seconds.

It features an active front grille, rear diffuser, and rear spoiler to reduce aerodynamic drag, with the latter being 296mm wide – which is 100mm more than the Eletre SUV and offers more than 215 kilograms more downforce.

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While Lotus is yet to disclose driving range figures, for reference, the higher-riding Eletre SUV offers up to 490 kilometres claimed WLTP range from its 109kWh usable battery pack.

However, the Emeya’s capacity is slightly less at 102kWh (Lotus hasn’t outlined whether this is a gross or net figure).

The Porsche Taycan-rivalling EV adopts a more advanced 800-volt class battery architecture – which enables a 350kW ultra-rapid DC charging speed peak.

The company claims it can recharge from 10 to 80 per cent in around 18 minutes – on par with the Kia EV6 GT and Hyundai Ioniq 5 N. A quick five-minute top-up is said to provide 150km of range.

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Inside, the four-seater-only Lotus Emeya sedan offers a similar high-end cabin to the Eletre SUV.

It features a large central touchscreen with a Tesla-inspired user interface, narrow driver instrument display and dedicated front passenger screen, available KEF-branded audio system with Dolby Atmos support, and a 55-inch augmented reality head-up display.

The Emeya also incorporates eco-friendly materials, including a thread made from repurposed fibres from the fashion industry – which also claims to be lighter than traditional leather. However, it won’t be completely animal-free with the use of Alcantara, ultrafabrics polyurethane and Nappa leather.

The electronically controlled air suspension system claims to analyse the road 1000 times per second and active noise cancellation aims to help cancel out the road noise.

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Will the Lotus Emeya launch in Australia?

The Lotus Emeya electric GT will be released in Australia sometime in 2025 after production starts in 2024.

It will follow the Eletre large electric SUV, which is expected to arrive next year to kickstart the British brand’s EV foray under new Chinese owner Geely.

When the Emeya sedan lands, it’ll compete with the Mercedes-AMG EQS 53 and Porsche Taycan Turbo S as high-end GT electric cars. Overseas, it’ll also rival the Tesla Model S Plaid and Lucid Air Grand Touring.

The 2024 Subaru Layback has debuted as a jacked-up, Outback-style version of the car sold here as the WRX Sportswagon.

However, the high-riding WRX Sportswagon is currently off-limits for Australia, with Subaru’s local arm confirming the Levorg Layback is exclusive to Japan.

“Currently there’s no plans for this model for Australia, as it is currently exclusively for the Japanese market, but we will be keeping a vigilant eye on future developments,” said a Subaru Australia spokesperson.

Under the bonnet, it is fitted with the same 130kW/300Nm 1.8-litre turbo-petrol engine found in base Levorg variants in Japan, rather than the 202kW/350Nm 2.4-litre turbo available in the WRX version sold here.

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Positioned alongside the mid-size Forester, and between the Crosstrek and Outback, the Levorg Layback adds increased ground clearance, plastic wheel cladding, and an updated front end.

Measuring 4770 millimetres long, 1820mm wide and 1570mm tall, the Levorg Layback is 15mm longer, 25mm wider and 70mm taller than a standard WRX Sportswagon. It has 200mm of ground clearance, up 55mm.

Compared to the current Forester, the Levorg Layback is 130mm longer and 5mm wider, but 160mm lower in height with an identical 2670mm wheelbase. The Layback has a claimed 560-litre boot capacity (the Australian WRX Sportswagon has 492L) while a Forester is listed at 498L.

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The high-riding Outback large wagon is 100mm longer, 55mm wider and 105mm taller than the Layback, with a 522-litre boot.

Inside, the Layback features bi-tone cloth or leather upholstery, depending on the variant.

Two official body kits – Urban or STI Aero – replace the plastic wheel cladding with body-coloured or gloss-black styles, a chunkier lower front bumper with additional DRLs, and different side skirts.

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As with the standard Levorg and several other Subarus sold in Japan, the Layback also has a 12.3-inch digital instrument cluster and EyeSight-X semi-autonomous highway steering. Both features are not available in Australian models.

Would you like to see the Subaru Levorg Layback high-ride wagon in Australia? And, if so, what should Subaru Australia call it? Let us know in the comments below.

Below: The 2023 Subaru WRX Sportswagon, our version of Japan’s Levorg STI Sport wagon

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Volkswagen Group boss Oliver Blume says electric cars must offer enough differentiation through driving dynamics and design to stand out from ICE models – and to draw customers in.

Mr Blume said he feels EVs are exciting at the top end of the market – he drives a Porsche Taycan – and that there is room to differentiate even the most affordable models in the Group’s line-up.

“We have a lot of opportunities to differentiate in electric platforms. You can see already on the products we are having in the market – the Cupras and Volkswagens are different in many, many, many aspects. The Porsche Taycan and the Audi GT e-tron are different,” he said.

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“That’s the big opportunity Volkswagen Group has got compared to all the new competitors.

“We have a big history, we have big icons, develop[ing] them and bringing in our experience in design, I’m convinced that’s a big advantage we do have compared with all the other new players in the market,” said Mr Blume.

It’s not just making the cars behave differently in terms of driving dynamics, but also approaching each brand’s spin-off EV model with a clean sheet mentality in terms of design, that Mr Blume says will work to VW Group’s advantage.

“Design is one of the most important arguments for the customers, but also for us. Quality plays a big role, and then our knowledge to bring into the cars this driving ability, there we have our strengths, and these strengths combine with new technology,” he said.

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Mr Blume indicated that while VW Group is moving fast towards a future with a vast number of EVs, there is still about a decade of internal combustion on the roadmap.

“I think we will be in the transformation at least for the next 10 years or more,” he said. “And therefore we are offering a mix of technologies, successful combustion-engine cars, hybrid and electric mobility with a strong ramp-up curve.

“We have the target in Europe for Volkswagen brand for example, selling over 80 per cent electric cars by 2030. Porsche worldwide [target by 2030] is 80 per cent,” he said.

“We are in the middle of a transformation, and we said our strategy is clearly on electromobility – and I’m convinced electric technology will be more competitive than combustion-engine cars. But the ramp-up curve is a ramp-up curve.”

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What’s coming to Australia?

Although it has been held up with delays and product cycles, Volkswagen Group Australia is set to launch a plethora of electric cars in 2024.

Those will include the VW ID. 3, VW ID. 4 (including GTX), VW ID. 5 (including GTX), VW ID. Buzz. Skoda will launch the 210kW Enyaq Coupe, and Cupra is set to add an updated version of the Born.

Mini’s swansong petrol-powered hatches will be given a nip and tuck before they’re put out to pasture – but not a complete platform switch that was expected for a final generation.

While the new electric Mini Cooper E and Cooper SE embark on pure electric power with a completely new architecture, the F55 and F56 generation Minis will not be given a comprehensive overhaul, settling instead for an end-of-life facelift.

It’s now known that petrol-powered Minis will be resculpted to appear almost identical to the electric version that rolled out in Munich this month, but the new look will be achieved through a reskin and interior overhaul of the existing model – despite new model designations of F66 and F65.

When asked if the facelifted Mini would continue to roll on a platform different to the new Cooper, Mini head of design Oliver Heilmer responded “Yes, exactly. That’s the point.”

“There is a combustion platform with different areas, and there is a tunnel for the exhaust pipe, so obviously this area will be different. But from a design approach, we say there is no difference.”

That suggests the combustion-powered Mini three- and five-door models will retain their UKL platform (introduced in 2014), rather than adopt a new architecture from another series in the BMW Group family. And, with Mini’s all-electric line-up looming in 2030, it’ll most likely be the last.

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Heilmer confirmed the company would essentially produce two completely different B-segment cars that look the same, but have radically different drivetrains.

Despite the continuation of the longstanding Mini underpinnings, an update will bring the petrol-powered Mini aesthetics into line with the electrified range.

“Yes. It might be different to the electric-based model, but they’re both the same in terms of what we wanted to achieved,” Heilmer said.

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“Designers would be able to pick the differences, but a ‘normal’ human wouldn’t be able to realise on the first glance.”

Beyond the small proportional differences, Heilmer said the pair of mechanically different Minis would share much if not all of the defining features, such as the range of new sustainable materials, new circular central touchscreen, and design touches inside and out.

“In terms of design, it’s the same design,” he said.

“You’ll find the knitted fabrics, tight steering wheel, all of these elements – you’re going to find them [in both the petrol and electric versions], but the proportions will be different.”

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With a large portion of Mini’s existing customer base drawn to the models through their retro design and a long lineage of traditional Minis, another collective insists on something modern and contemporary.

This, said Heilmer, is one of the hardest challenges but both electric and combustion Minis needed to evolve gradually in unison to preserve the band’s integrity, regardless of the audience.

“Imagine if you did something outstanding for the electrified version and then you do something entirely different for the combustion engine, no one would understand it,” he said.

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“All brands that have a strong heritage – as soon as you change something, it leads to insecurity for some of our customers. As a designer you want to jump ahead, but what if we did exactly the same as the past?

“First of all, it doesn’t feel good and, secondly, even worse, you might die with the remaining customers. When you’re afraid to change something, it’s the worst thing that can happen.”