Maximum Mini is roomy and agile
Heavier Countryman sprints to 100 km/h in seven seconds
Pity the poor Countryman. It is the “least good-looking” Kardashian.
Everyone who professed to dislike the JCW (John Cooper Works) Countryman I recently tested did so for one reason: its looks. “Well, it’s not nearly as pretty as the real Mini, is it?” is a common refrain
Well, no, it’s not. Nor does it perform quite as well. After all, it has four doors, a much taller roofline and all-wheeldrive (Mini calls it ALL4).
But drop the comparator to the pretty sister and the Countryman comes off looking a little better. Its looks come across as a lot sportier than the run-of-the-mill crossover. Its bulges may be a little overdone, where most cars in this segment look like they’ve been stamped out of a straightedged cookie cutter.
The same applies to the performance. Powered by the same 208-horsepower 1.6-litre turbo four-cylinder that powers all the other JCWs, this Countryman version doesn’t quite have the hot hatch immediacy of the basic models. It does, after all, carry about 250 kilograms more than the coupe plus the extra drag of the aforementioned ALL4 system. And yet, the JCW Countryman can spring to 100 kilometres an hour in just seven seconds (just 0.6 seconds slower than the coupe).
And it’s a gem of a powertrain, sweet revving for a four-banger, punchy in its mid-range and quite capable of cruising at 140 kilometres an hour in complete calm. As for fuel economy, my Countryman averaged 7.4 litres per 100 kilometres at 120 kilometres an hour compared to sevenflat for the regular version. (Natural Resources Canada cites 8.1/6.4 L/100 km, city/ highway).
That said, the one annoyance common to all JCW Minis — a healthy turbo lag right off idle — is exacerbated by the Countryman’s avoirdupois. It’s quite easy to stall the maximum Mini, the combination of weak tip-in and extra weight means a few more embarrassments at stoplights.
Because of its greater weight and higher centre of gravity, it isn’t quite the go-kart that is the coupe version. On the other hand, the ALL4 allwheel-drive system can send up to 50 per cent of the engine’s torque rearward if conditions demand. The coupe will leave the Countryman for dead on a perfectly dry, well-paved road, but given inclement conditions and/or variable surfaces, the ability to not overwhelm its front tires does give the JCW Countryman an advantage.
It is an advantage that extends to the cabin as well. Of course, all the cutesy-ness of the original remains — the big round clock-like speedometer, the period-perfect toggle switches and the neat little rotary computer controller. Ditto for well-stuffed seats, excellent build quality and a ride, that is decidedly more coddling than a JCW coupe. And, thanks to four doors, decent rear seat legroom and a real trunk you can put real cargo in (there’s a decent 16.5 cubic feet with rear seats up, a very un-Mini-like 42.2 cubes with seats folded), the larger Countryman is a lot more practical than a Mini coupe. That said, offering three headrests and seatbelt combinations for the rear seat is more than a little optimistic.
Instead of comparing it with its super-sexy sibling — the JCW Mini — offer it some competition from its own segment — say a Mercedes-Benz GLK, a Honda CR-V or even BMW’s own X1. I suspect that you’ll suddenly start appreciating its looks a little more.