Mini on steroids is a cool ride Graeme Fletcher, National Post Published: Friday, May 21, 2010 The addition of the Countryman to the Mini lineup takes the brand to an entirely new place in the market. The new crossover is, for want of a better description, a Mini Cooper on steroids. As such, it marks a radical departure from usual things Mini. The Countryman is the first Mini to stretch beyond four metres in length (4,097 millimetres), the first to offer four full doors (along with a proper liftgate) and the first to be offered with an all-wheel-drive system. As with its siblings, the Countryman, which is about the size of a Volkswagen Golf, will be offered in Cooper and Cooper S versions. The key difference is the power available to the driver. The Cooper Countryman's 1.6-litre four-cylinder has been extensively reworked and now features Valvetronic, a system that uses the intake valves to control engine speed and output, with variable valve timing on both the intake and exhaust cams. This combination delivers 120 horsepower and 118 pound-feet of torque, which is enough to get the Countryman to 100 kilometres an hour in 10.5 seconds. Power is relayed to the road through the front wheels via a six-speed manual or optional six-speed automatic transmission with a manual mode. The serious driver is going to opt for the Cooper S version. Bolting on an intercooled, twin-scroll turbocharger and spraying the fuel directly into the cylinders ups the power production to a far more rewarding 180 hp and 177 lb-ft of torque. The unspoken bonus is that, under flat-out acceleration, the turbo is allowed to go into an overboost mode, which ups the torque to 192 lb-ft. From a practical standpoint, the extra boost is there all the time (actually 10 seconds, but who's counting?). The proof of how well it comes together is found in the acceleration time -- the zero-to-100-km/h run drops by 2.9 seconds to 7.6. (The rest of the Mini range will inherit these two engines in 2011.) The Cooper S Countryman's turbocharged power reaches the road through the same transmission choices as the base model's (the automatic tranny getting paddle shifters as a bonus) and an optional all-wheel-drive system. ALL4, a full-time system, uses an electro-magnetic coupling to distribute power front to rear. Under normal driving conditions, power is fed through the front wheels. If slippage occurs, ALL4 can send up to 50% of the power to the rear wheels. The advantage it enjoys is simple-- tying the coupling into the dynamic stability control's logic and sensors makes it proactive, so it begins the redistribution process before the wheels start slipping. It certainly worked exceptionally well during the Countryman's preview. This basic ability is overlaid with dynamic stability control and optional dynamic traction control (DTC). When it comes to handling, the Cooper S Countryman ALL4 that I tested is all Mini. Yes, it rides on a longer wheelbase (2,595 mm), it's wider (1,789 mm) and it stands a little taller (ground clearance measures 149 mm), but that does not detract from its track manners in the least. The test mules were as go-kartish as ever. The feel and feedback afforded by the Cooper S Countryman's electrically assisted steering is precise, the suspension is compliantly comfortable and the response to driver input is both sharp and predictable. The up-level tires (P205/55R17s) bring a ton of lateral grip and the amount of body roll, even when hooning around a race track, is limited to a few degrees. Engaging the DTC mode (which allows the back end to drift out before the nanny wags a disapproving finger) and punching the sport button (it remaps the throttle and firms the steering) amps up the driving experience. On a wet track, it proved to be an absolute hoot. Slip behind the wheel and the Countryman is instantly recognizable as a Mini -- toggle switches galore, a centrally mounted speedometer and column-mounted tachometer. The cabin also comes with a clever twist. In the four-seater, the front and rear buckets are split by a central rail system that allows all manner of clip-on cubbies and cup holders to be attached and positioned as desired. For added versatility, the rear seats can be moved fore and aft by up to 130 mm. This allows the occupants to enjoy some extra leg space or the owner to pack a little more in the back. For the record, the Countryman offers 12.2 cubic feet of space with the seats upright (15.4 cu. ft. with the rear seats in the forward position) and 41 cu. ft. with them folded flat. The squared-off tailgate opening allows a couple of mountain bikes to be stowed (front wheels removed) with ease. The Countryman is a hip car that will sell well. There are many Mini fans who would love to move up in size without leaving the brand. Beyond that, it has that all-important impishness to its personality, and it romps through a corner as well as any self-respecting Mini. The up-level Cooper S Countryman ALL4 I tested underscored the nimble handling by delivering plucky performance and the stability afforded by a good AWD system. The Countryman is slated for launch next February. Pricing will be announced closer to that date, but is expected to range from about $33,000 to $45,000. Down the road, watch for a higher-performance Cooper Works edition. Read more: Preview: 2011 Mini Cooper S Countryman All4
I don't know if I will be the first one, or if anyone will agree with me, but that is a truly one ugly car. The design lost all originality that set the Mini apart. That thing looks like a Kia product.
A couple things: this article is from Canada, where MINI's are all *much* more expensive than they are in the US. Also, Gabe from Motoring File says that the pricing will come in between the Clubby and Cabrio for each trim level (Cooper, Cooper S, etc.)... So the Countryman Cooper should start <$25k.