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VM Test Drive Report Mini Countryman SE All4: Maxi-Mini Goes Electric and Ventures More into Van Territory

The first Mini "made in Germany" takes a big step: It grows in length and height, becoming the pragmatically-boxy-cool brother of the BMW X1. Above all, it catapults the model into the fully electric era. Perfect fit, while the basic front-wheel drive, which covers 462 kilometers, is sufficient. Combustion engines are still available, but no one misses them here.

Compact Van: The Mini Countryman scores with a practical body compared to the BMW X1. | Photo: Mini
Compact Van: The Mini Countryman scores with a practical body compared to the BMW X1. | Photo: Mini
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Johannes Reichel

More daring with shapes! That seems to have been the motto of the Mini designers under their chief Stefanie Wurst, in order to distinguish themselves from the technical corporate base of the BMW X1. Thus, the new Mini Countryman presents itself as the pragmatic, practical, cool brother of the serious, but also somewhat bland BMW iX1. "With the all-electric MINI Countryman, the largest model of the new vehicle family leads the brand into an era of locally emission-free electromobility. The first Mini produced in Germany also stands for the utmost environmental compatibility in production. Its versatility and powerful electric drive make it the perfect companion in the city and for adventures beyond," advertises Stefanie Wurst, head of the brand right at the beginning, clarifying the priorities.

It sounds more like: Yes, of course, there are still combustion engines—three gasoline engines (170/218/300 HP) and one diesel engine (163 HP), which in this concept and for long distances might not be such a bad fit. But you don't necessarily need them anymore if the electric version with its 64-kWh battery as a front-wheel drive can achieve 462 kilometers, and the Countryman SE All4 with all-wheel drive, which we drove, still manages 433 kilometers. There was nothing else for it; the Mini also had to dare to be more "maxi": Thus, the vehicle grew compared to its predecessor, the Countryman II (from 2017), by 13 centimeters in length to now 4.43 meters, which is 20 centimeters longer than its predecessor. It remains, however, still seven centimeters shorter than an iX1 and 12 centimeters shorter than an iX2, but significantly surpasses both in height (1.61/1.56 m height) with a plus of ten centimeters at 1.65 meters. The width remained almost constant at 1.84 meters.

Small Van: Large Trunk, Flexible Interior

The growth doesn't necessarily benefit the trunk volume, which at 460 to 1,450 liters is just below that of the X1, although the advantage of easier loading due to the large tailgate and the benefit of the sliding rear bench remains. Functionally, the Mini almost turns into a van, especially since the load area is nearly flat with the seats folded in a 40/20/40 ratio and a single motion. However, you won't find a frunk under the angular hood, a fate of the multi-drive platform... Thus, you stand before an imposing vehicle, sharply contrasted by the original Mini (3.04x1.39x1.33 m) placed beside it for comparison, which looks like a Matchbox car. These are the signs of the times.

And even though Mini calls the Countryman a crossover, formally it can also pass as a small, albeit very stylish van. In direct comparison to the squat iX2, which is also presented simultaneously but separately by brand, the Mini appears significantly more angular—and it’s surprising to read that with a drag coefficient (cW) of 0.26, it is exactly on par with the X1—literally 0.5 points better than its predecessor. This also contributes to the decent range, which, of course, may be somewhat reduced during longer highway drives and above 120 km/h due to the substantial frontal area.

More Space than the "Elegant Siblings"

"Advantage Mini" is also the phrase inside the interior, where the boxy shape above the head significantly provides more space than in the iX2, but also more than in the iX1. Especially in the rear, seating is maximally comfortable in the Mini, and the backrest angle can even be adjusted – and the opening panoramic glass roof adds to the airy feel. There are also plenty of storage spaces and compartments, reminiscent of a van. Clearly, in terms of material selection, Mini offers a more cheerful pragmatism compared to BMW's sporty sophistication, with more hard plastics and budget-conscious carpeting. However, the ambiance, designed using an intricate knitting process, appears cozy and robust nonetheless.

Infotainment: When Square Pegs Must Fit into Round Holes

Also environmentally friendly: it’s made of recycled polyester. However, you'll have to get used to the pizza plate-sized Digi-OLED screen ("Mini Interaction Unit") in the center, as the infotainment is based on BMW's OS9, which is itself based on the Android Open Source Project. The controls can often be distracting, requiring quite precise touches, and the insistence that everything in Mini must be "round" is not necessarily practical in a predominantly "square" operational world. At least the navigation quickly calculates routes and guides you dynamically and precisely in 3D, thanks to the onboard 5G connection. In the electric Mini, you can select a charging-optimized route.

 

Classic & Modern: Toggle Switches and Voice Assistance

More folklore and gimmickry, but at least a direct access to important functions are the toggle switches ("Toggles") along with the rotary key to start or the electronic sounds ("Mini Experience Modes"), which stray far from the claimed "charismatic simplicity" that once distinguished the original Mini. With the old Mini, you could also speak, but the new one responds quite well to voice commands, thanks to the "Personal Assistant" borrowed from BMW, which can control basic functions like navigation, phone, entertainment, or various vehicle functions with "Hey Mini." It is supposed to learn from dialogue and daily routines... Various "trims" that allow for the personalization of the Mini are mandatory (and increase the price).

At least the smartphone finds a place underneath—optionally inductively chargeable. After trying out all the sounds, which sound more like forced "canned" sound and significantly lag behind the Abarth sound in the 500e in quality, you log into the efficiency-optimized Green Mode with better management of single-level, generally non-too firm recuperation. This mode delivers a contemporary spherical driving noise that fits well with the calm and unexcited nature of the "Mini Maxi." Moreover, the really good sound of the Harman-Kardon system is not disturbed, better than any "immersive driving experience"... In Go-Kart Mode, the chassis and steering become somewhat tighter, and the accelerator pedal more responsive; as a Mini brand, you have to go all out these days. Perhaps from the perspective of combustion engine enthusiasts, the only advantage of the Mini Countryman Cooper Works, which is also presented: the sound of the engine. From the perspective of an e-mobilist, a clear disadvantage, the somewhat ordinary roar.

The Electric Vehicle Crams the Space - for the Combustion Engine

Otherwise, the electric vehicle clearly outperforms the combustion engine: The acceleration of the 230 kW strong electric top model (494 Nm) is significantly faster; if you really push it, it accelerates to 100 km/h in 5.6 seconds, just as quickly as its roaring sibling with its 300-HP four-cylinder gasoline engine, but emits almost no noise and only uses 16.8 kWh/100 km of energy compared to 7.8 l/100 km of gasoline. However, this is, of course, only valid for the WLTP cycle, meaning a reasonable driving style. We achieved 16.4 kWh/100 km over 80 kilometers of city, country roads, and a short stretch of the highway in operation—and still had 327 remaining kilometers in the underfloor batteries. That would be acceptable for a high-rise and 2.1-ton vehicle. Nevertheless, our recommendation leans towards the 135 kilograms lighter and 6,000 euros cheaper pure front-wheel drive with 150 kW (250 Nm), which is also fast enough for the standard sprint at 8.6 seconds and is one kWh more economical at 15.7 kWh/100 km.

With it, you are a less frequent visitor to the charging station, which brings the Mini from 10 to 80 percent in a half hour with a usable 130 kW DC. The 22 kW AC charger is also practical, allowing for a quick recharge at urban chargers. Clearly, there's preconditioning of the high-voltage batteries via active navigation to optimize charging performance. The charging slot is conveniently placed at the rear like the fuel filler of its combustion counterpart, making reverse maneuvering at most fast chargers necessary. For the first time, there’s a Plug&Charge function.

Quite Agile for Its Size and Weight

The Mini otherwise stands almost toe-to-toe with its gene donor from the Munich headquarters in terms of driving activity: The handling is agile and nimble for its size and weight, the steering is precise, although the turning radius at 11.6 meters pays tribute to the multi-drive platform, the road holding is solid and secure, the traction with the electric all-wheel drive of the two synchronous machines is obviously excellent, the body movements are minimal, and the build quality is rock-solid, firm, and squeak-free. The comfort is still appealing and fitting for a family vehicle, the noise level is low, perhaps slightly higher than the iX2.

In terms of driver assistance, there is a clear parity between the siblings, and the Mini is adequately equipped, with optional Level 2 functionality and high regulation quality, such as the adaptive cruise control or the active lane assistant. Whether one needs an “assisted lane change,” a parking automation, or even remote parking via smartphone based on twelve ultrasonic sensors is debatable. Nevertheless, it can do it. Even more useful is the semi-automated driving applied for the first time in Mini, where you can take your hands off the steering wheel up to 60 km/h without being constantly warned. The functions are also explained clearly on the pizza screen.

The Price is Worth It: Only a Small Gap to the Base Gasoline Model

A brief overview of the pricing: With a rather negligible €3,500 surcharge over the base gasoline model, the brand makes it clear that it sees the future in electric drive and wants to make a noticeable offer to new customers. The top electric model with all-wheel drive even costs €4,000 less than the top gasoline model with the same performance. And in relation to BMW, it is confidently, but realistically priced considering the practical added value: The Countryman Electric costs €1,500 more than the iX1 eDrive20, starting at €49,400 for the iX2 eDrive20. For the top electric versions, there is almost parity between the propeller brands, with €55,000 for the iX1 eDrive30 compared to €55,510 for the Countryman SE All4.

Not exactly cheap, but that's the price for a universal electric “cult van.” Because – and here’s the best part: The Mini Countryman is the first Mini “made in Germany.” It is manufactured in Leipzig following high environmental standards; the aluminum wheels, for instance, use 70 percent secondary material, the production uses entirely green electricity, and the synchronous motors are free of rare earths. Chrom has already been banned for some time. This successor has an edge over its predecessor. And: It doesn't hum or stink. Instead, it gazes with energy-efficient LED eyes into a “better world.”

Translated automatically from German.
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