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2017 MINI Countryman Road Test and Review

Aaron Gold
by Aaron Gold
March 21, 2017
6 min. Reading Time
2017 MINI COUNTRYMAN exterior front angle ・  Photo by MINI

2017 MINI COUNTRYMAN exterior front angle ・ Photo by MINI

It’s easy to be cynical about the MINI Countryman; after all, this is the least mini of all the MINI models, with external dimensions similar to those of its competitors in the subcompact SUV segment. But if you like the style and originality of the MINI brand, but need more space and practicality, and if you’re willing to open your wallet a bit wider than you might have to do for a different car, then the MINI Countryman is well worthy of your consideration.

The Trailblazing MINI

When MINI introduced the first-generation Countryman in 2011, it was pretty much alone in its segment—and it left MINI purists scratching their heads as to why the MINI brand would build a (relatively) big 4-door SUV-ish vehicle. After all, aren’t MINIs supposed to be as mini as possible? But MINI and their corporate parent, BMW, knew what they were doing: Today the subcompact SUV market is flourishing, with several automakers fielding entries. MINI has redesigned the Countryman for 2017, and this all-new model is quite a bit larger than its predecessor—about 8 inches longer and 1.5 inches wider, its dimensions growing to meet those of its competition. In terms of price and amenities, the new Countryman spans the gap between vehicles like the Honda HR-V, Mazda CX-3, Chevrolet Trax and Jeep Renegade, and luxury entries like the Mercedes-Benz GLA250 and the Audi Q3.

 Photo by MINI

Photo by MINI

All the MINI cues we love…

And yet there’s no mistaking that this is a MINI: The exterior shape is iconic, as is the view from the driver’s seat, where the driver sees the world framed through the MINI’s iconic rectangular windshield. The toggle-style switchgear looks familiar, as does the big round center display; it was a dinner-plate-sized speedometer in older MINIs but in today’s Countryman it’s a colorful touch-screen ringed by multi-color LEDs that serve a variety of functions, our favorite being a giant tachometer, complete with redline. Surprisingly, the stereo doesn’t yet offer Apple CarPlay, though MINI says it is coming; Android Auto is even further off, as MINI claims that 90% of their customers own iPhones. The gauges sit in a pod that moves up and down with the tilt steering column, so they’re always in view—very nice. The cars we drove at our press preview had a colorful head-up display that projects on a plastic panel that pops up from the dashboard. Though we expect some complexity from the Germans—MINI may be a British brand, but BMW is doing the engineering—most of the controls are easy to find and use. The colorful infotainment system is controlled by a dial behind the shifter, but MINI has added touch-screen functionality, which makes the system more user-friendly once you learn your way around the menus.

 Photo by MINI

Photo by MINI

…with the space we need.

Get in the back seat, however, and it becomes clear how un-MINI the Countryman can be. For one thing, there are back doors (something absent from the original MINI hardtop, but appearing in more and more MINI models). They open wide to reveal a surprisingly spacious back seat that offers plenty of head- and legroom, even when the front seats are adjusted for taller drivers. We do wish the back seat was more comfortable, though; the bottom cushion offers adequate support, but the backrest feels way too firm. It needs more and softer padding. We did like the well-marked LATCH child seat anchors, which make safe installation of a child seat a breeze. The rear windows are quite large, and the Countryman’s long list of standard equipment includes a dual-pane panoramic sunroof, so back seat occupants get plenty of light and a nice view of the sky and scenery above.

 Photo by MINI

Photo by MINI

Sensible Cargo Space

MINI’s engineers designed the Countryman for practicality and versatility, and they’ve done a nice job. The cargo area is modestly sized at 17.6 cubic feet, but it’s free of obstructions and there’s even a bit of hidden storage space under the trunk floor. The rear seats split and fold in three sections instead of the usual two, so there are plenty of ways to expand the trunk and still leave room for backseat passengers. With the entire seat folded down, the Countryman holds 47.6 cubic feet of cargo, and if that isn’t enough, it comes with a standard-fit roof rack with aluminum rails.

 Photo by MINI

Photo by MINI

Engine Choices

Mechanically, the Countryman shares its basic architecture and engines with other recently-revamped MINI models, though the Countryman is slightly longer and wider than the other “big” MINI, the Clubman. Two engines are on offer: Cooper models come with a 1.5-liter turbocharged 3-cylinder engine that puts out 134 hp and (more importantly) 162 lb-ft of torque, while the Cooper S gets a 2.0-liter 4-cylinder turbo that delivers 189 hp and 207 lb-ft. MINI plans to add a 228-hp John Cooper Works edition along with a plug-in hybrid for the 2017 model year.

 Photo by MINI

Photo by MINI

Three cylinders aren’t enough.

We’ve found the 3-cylinder engine to be quite enjoyable in other MINIs; it delivers strong mid-range torque and revs with a deep, pleasant-sounding thrum. But the Countryman weighs quite a bit more than other MINIs; with curb weights ranging from 3,300 to 3,600 lbs, it’s up to half a ton heavier than the 2-door MINI hardtop, and that’s quite a bit of weight for this little engine to shift. We spent most of our time in a 3-cylinder all-wheel drive Countryman with a manual transmission, and while it had no problem accelerating to highway speeds, we wouldn’t want to try passing an 18-wheeler on a lonely 2-lane highway. It’s an adequate engine, but it doesn’t have the mischievous-speed-demon personality of other MINI models. We also sampled the 3-cylinder engine with an 8-speed automatic transmission, optional with all-wheel drive. It was a bit more sprightly than the stick, but automatic front-drive cars get only six speeds, and we wonder if they would suffer the same acceleration malaise as our 6-speed manual car. That said, we do appreciate that the Countryman Cooper can be had with both all-wheel drive and a manual transmission; that’s a rarity these days. MINI sells more stick-shift cars than most automakers, and we’re glad they provide lots of options for clutch-pedal fans.

 Photo by MINI

Photo by MINI

Four is just fine.

We think most drivers would be better served by the 4-cylinder engine in the Cooper S. It’s not a rocket ship like other MINI Cooper S models we’ve driven, but it accelerates much more responsively with both the 6-speed manual and 8-speed automatic transmissions. Like the 3-cylinder Cooper, the Cooper S can be had with both front- and all-wheel-drive, though the front-drive Cooper S cannot be had with a manual transmission (so much for MINI’s devotion to stick-shifters). Though the cost of entry is higher—the Cooper S lists for $3,000 more than the Cooper—the EPA fuel economy estimates are similar: EPA estimates for the 3-cylinder Cooper range from 23 mpg city/30 mpg highway up to 24 city/33 highway, while the 4-cylinder Cooper S ranges from 21/31 up to 23/32. We saw high 20s in all of the cars we drove, regardless of engine.

 Photo by MINI

Photo by MINI

Drives like a MINI should.

Out on the open road, the handling is classic MINI. Though rain and a bit of snow dampened our desire to push the Countryman as hard as we could, we drove quickly enough in the corners to see that the Countryman grips well and turns in responsively. We spent a lot of time swerving to avoid potholes—our drive took place in Portland, Oregon, where the roads had been ravaged by Old Man Winter—and the Countryman turned this into a rather enjoyable game. The ride is better than the outgoing Countryman, but it’s also quite a bit firmer and louder than most other crossovers in this size class. The Countryman’s suspension does a good job of taking the edge off sharper bumps, but when we did hit some of those potholes—only the small ones, mind you—the Countryman did so with a rather resounding and undignified crash. Ouch.

 Photo by MINI

Photo by MINI

Pricing and Competition

Pricing for the MINI Countryman Cooper starts at $26,950 (including destination charge), while the Countryman Cooper S All4 starts at $31,950. For comparison, the similarly-sized Honda HR-V and Mazda CX-3 top out just over $27,000 with all the options, while the Mercedes-Benz GLA250 and Audi Q3 start in the low-to-mid 30s. The Countryman is very well equipped: The standard equipment list includes faux-leather upholstery, dual-zone climate control, keyless ignition, and the aforementioned panoramic sunroof. But MINI is all about customization, and the options list is huge, with all sorts of appearance and convenience features designed to let buyers fine-tune their Countryman to their tastes. We love the sheer number of choices, but choices can get expensive: It doesn’t take much to boost a MINI Countryman well into the $40,000 range. That seems like a lot of money to pay for a subcompact SUV. In terms of pure cheek and character, the Jeep Renegade is probably the closest competitor to the Countryman; it has tons of personality, rides more comfortably, and is far less expensive, but it doesn’t feel as solidly-built as the MINI (credit Italian rather than German engineering). While it’s rare to say this, the Mercedes GLA250 seems like a bargain; you can get a nicely equipped one priced in the high 30s, but it doesn’t offer the plethora of customization options that the MINI does, nor is it as personable. The uniqueness and originality of the MINI Countryman are its unique selling points; you just need to ask yourself if they are worth the extra dough.

 Photo by MINI

Photo by MINI


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