2019 BMW 320d vs 2023 Mini Countryman

What's the difference?

Despite BMW's wholehearted embrace of the SUV its 3 Series is still a critically important model for the brand in Australia. And this new version certainly has the spec and tech to take the fight up to Merc's C-Class. And if you're in the happy position of making that choice, it's now a whole lot harder. For our money the 330i marks the sweet spot with extra performance, safety tech and standard features for only a fraction more than $3k over the 320d entry-point.

The Countryman is expensive when compared with some premium small SUV rivals, and the model is showing its age when it comes to in-car technology and safety specification.

But there is nothing else like it in its segment and people with a love of the Mini brand will likely forgive these points.

It ticks the green box, offering decent, usable PHEV range, and it maintains that all-important Mini fun-to-drive factor. It’s a funky city-centric SUV with a big personality.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

At just over 4.7m nose-to-tail the new 3 Series has crept 76mm in overall length but that dimension is still more than 200mm shy of its next-size-up 5 Series sibling.

Changes to the exterior design are more evolutionary than revolutionary. You're never going to mistake this car for anything other than a BMW 3 Series.

But even if the face is familiar, aerodynamic efficiency is outstanding. BMW admits its claimed Cd of 0.23 was achieved with a base model running on 17-inch wheels (not offered here), but even if bigger rims knock a few fractions off that number it's still an amazing result for a conventional four door sedan.

Big contributors are a full width front spoiler, 'air curtains' managing flow around each corner of the nose, almost complete sealing of the largest areas underneath the car, and a functional rear diffuser section.

The signature kidney grille has grown and is delivered as a single piece, with active shutters incorporated to manage cooling air flow through to the engine. Twin adaptive LED headlights (standard on all models) feature a sharp notch on their lower edge, a big clue for new model spotters.

Broad, carefully managed surfaces characterise the bonnet and flanks of the car, with a distinct character line just above door handle height enhancing its confident stance.

The slightly smoked L-shaped LED tail-lights sit proud of the body, and 18-inch alloys are standard on the 320d, stepping up to 19s on the 330i.

The interior has been redesigned with revised controls and new materials, including slick 'aluminium teragon' finish on the console and dash in the M Sport.

As you can see in our interior images, it's been tidied up and simplified considerably, although it will still be instantly recognised by current BMW drivers.

Highlights are a 12.3-inch configurable digital 'Live Cockpit Professional' instrument display (lifted directly from the X5), a new 10.25-inch media touchscreen and a standard (larger) head-up display.

Five years into its life and the second-generation Countryman still looks good. It was only through seeing a first-gen model a couple of days ago that I realised how fresh the current model still looks.

It’s got that unmistakable Mini look with signature headlights and grille, and the exterior mirrors that pop out at a very specific angle. But given the Countryman is a small SUV, it’s got chunky wheel arches with cladding, roof racks and the dimensions expected of a vehicle in this segment. It’s a more successful execution of a retro-inspired SUV than something like the Fiat 500X.

The exterior colour and flourishes of the Untamed don’t exactly transform the Countryman, but they are visually appealing.

Inside, the Highland Green trim with the contrast stitching is just gorgeous. It’s such a perfect match for this car.

Some people don’t care for Mini’s busy interior design, but it’s certainly unique. The brand-specific switchgear is appealing, especially as most brands ditch the switch in favour of controls housed in digital screens.

A longer wheelbase (+41mm) has helped increase overall cabin space and rear room specifically.

There's plenty of storage provided with a large lidded box between the front seats as well as two large size cupholders in a recessed section in front of the gear shift (which can be closed off with a roll-top style cover).

The glove box is large and there are big bins in the doors with separate holders for full-size bottles.

Rear legroom is generous. At 183cm, sitting behind my own driving position, there was plenty of fresh air between knees and seatback, with lots of foot room to boot.

Headroom was more marginal with a straight back leading to a bonce/roof interface. But there are adjustable rear vents, twin cupholders in a fold-down centre armrest, and big bottle holders in the doors. Multiple USB ports (Type A and Type C) and a 12-volt power outlet are provided front and rear.

The boot space offers up a 480-litre luggage capacity with a 40/20/40 split-folding rear seat increasing cargo flexibility. Local towing capacity is yet to be confirmed, but indicative (European) ratings for both models are 750kg for an unbraked trailer and 1600kg braked.

Standard rubber is run-flat so there's no spare of any description.

In the driver’s seat, you will find a nice upright driving position, helped by reach and height-adjustable steering column and a comfortable seat that adjusts multiple ways.

Even with a smallish rear windscreen, visibility is surprisingly good in the Countryman, thanks to lots of glass and a big front windscreen.

The chunky Nappa leather steering wheel looks and feels high-end, and the controls are easy to understand. I love the use of manual air-con controls and the switches for other vehicle functions sitting just below. 

Being a Mini, the multimedia screen lives in a circular housing towards the top of the centre stack. It’s another way Mini stands apart from its rivals - no other brand has an interior like this.

While I like the overall vibe, the 8.8-inch screen is small by today’s standards, and it shows the Countryman’s age. Also, the system is a little fussy and not the easiest menu to navigate.

The wireless Apple CarPlay is glitchy and drops out frequently. It also cuts out when the vehicle’s proximity sensor detects that the car is too close to an object and shows where the obstruction is on the screen. It takes a while for CarPlay to reset.

Storage wise there’s space for larger bottles in the doors and plenty of nooks to hold personal items.

There’s a surprising amount of space in the rear of the Countryman. For a Mini, it's kind of maxi. Headroom won’t be a problem for taller folks and there’s more rear legroom than some models in the segment above it. 

The second row features lower air vents, two USB-C ports, map pockets and heaps of space in the door cavity to store big bottles and other tall items. There’s also a centre fold down armrest with cupholders.

That rear pew is best described as flat and on the firmer side of comfortable. It split-folds 40/20/40 and has top tethers and ISOFIX on all three seats.

Open the rear hatch and you’ll find a boot that can swallow 405 litres with all seats in place (1275L with the rear seats folded), which is 45 litres less than the Cooper S. That’s due to the plug-in hybrid hardware impacting boot space.

That 405L might not sound massive, but it’s more space than in the petrol-electric hybrid Lexus UX (334L), and it’s not far off the dimensionally larger Volvo XC40 Recharge PHEV (414L).

The seats fold almost flat and there are a few little nooks, luggage straps and a 12-volt outlet.

Mini does limited editions a bit differently to other brands. It usually adds new grades to the model line and then eventually, it disappears. Unlike other carmakers that often add a special-edition model that is limited in number. 

The Untamed will continue on in the Countryman line-up until Mini Australia says it’s done. It’s not based on another grade - it is a unique grade in the Countryman line-up.

The Untamed is available in petrol-powered Cooper S guide from $62,400, before on-road costs, and plug-in hybrid (PHEV) SE Hybrid from $69,500. 

This is a little more than the price of the regular Hybrid, the Classic ($64,000) and Yours ($69,000).

That $70,000 price tag isn’t cheap, even among its premium rivals. Some other offerings you could get for similar money include the all-electric Lexus UX300e (from $74,000), an Audi Q3 40 TFSI quattro Sportback (from $66,100), or a Volvo XC40 Recharge PHEV (from $66,990).

The Untamed adds visual flourishes inside and out including two-tone 18-inch alloy wheels, the exclusive 'Momentum Grey' paintwork, lower air intake, side skirts and rear apron all in the body colour, Mini badges using the signature grey, black roof rails, headlight housing and mirror caps, and an 'Untamed' inscription on the rear three-quarter window and side sills.

Inside, the Untamed adds 'Highland Green' trim with blue and green contrast stitching (although carbon black trim is also offered), Untamed mountain logo on the seats and bottom of the steering wheel, and other visual tweaks.

Other features that are standard in the Cooper SE Hybrid Untamed include keyless entry and start, power heated exterior mirrors, heated front seats, panoramic sunroof, dual-zone automatic climate control, automatic tailgate, a 5.5-inch digital instrument cluster, 12-speaker Harman Kardon audio system, a wireless charger and an 8.8-inch touchscreen multimedia with sat-nav, voice recognition, wireless Apple CarPlay and digital radio.

The 320d is powered by a 2.0-litre four-cylinder twin-turbo-diesel, featuring common-rail direct-injection and variable inlet timing. It produces 140kW at 4000rpm and 400Nm between 1750-2500rpm.

The turbo's multi-stage design incorporates a small, high-pressure, fixed-vane turbocharger as well as a larger, low-pressure, variable-vane turbo to maximise response, performance and efficiency.

A 2.0-litre single turbo-petrol four-cylinder engine sits under the 330i's bonnet incorporating direct-injection, as well as variable valve and cam timing. Peak outputs are 190kW from 5000-6500rpm and 400Nm between 1550-4400rpm.

Mark the date because this is the first time the BMW 3 Series has been offered in Australia without a manual gearbox option. Both launch models send drive to the rear wheels via an eight-speed automatic (with wheel-mounted shift paddles) only.

The Countryman SE Hybrid is the brand’s sole plug-in hybrid model. 

The drivetrain combines a 1.5-litre three-cylinder turbo-petrol engine with a 7.6kWh lithium-ion battery and an electric motor on the rear axle.

According to Mini, the combined power and torque output is 165kW and 385Nm.

It uses a six-speed automatic transmission and drives all four wheels via Mini’s 'All4' all-wheel drive set-up.

It has a 0-100km/h dash time of 6.8 seconds.

Despite each car's performance potential claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is commendably low.

BMW says the 320d delivers excellent diesel fuel economy, consuming a miserly 4.5L/100km, emitting 119g/km of CO2 in the process, with the 330i's fuel consumption figure coming in at 6.4L/100km and 147g/km.

You'll need minimum 95 RON premium unleaded in the 330i, with both petrol and diesel requiring 59 litres to fill the tank to full capacity.

The plug-in hybrid Mini has an official combined fuel use figure of 2.4 litres per 100 kilometres, and emits 54g/km of CO2.

It has a 36-litre fuel tank and requires premium ULP. The electric only driving range is 51km on the WLTP test cycle.

Our brief drive through the Bavarian countryside was not conducive with monitoring fuel use, but we did notice the regenerative braking adding charge back into the battery as we drove.

The Countryman PHEV has a CCS Type 2 plug and can be fully recharged in about two-and-a-half hours at 3.7kW.

First, the performance figures. BMW claims the 320d will accelerate from 0-100km/h in 6.8sec, which is agreeably quick, while the 330i knocks that down to 5.8sec, which is properly fast.

Both engines deliver the same 400Nm of maximum torque at low rpm; 1750-2500rpm for the 320d, and a broader 1550-4400rpm spread for the 330i. Mid-range acceleration is strong and satisfyingly linear in each, the 330i that bit more urgent at the top end.

The eight-speed auto is velvety smooth, with the wheel-mounted shift paddles on hand for rapid 'manual' changes. Engine noise is muted at low revs but nice and rorty under pressure.

A stated aim in the development of this 3 Series was "dynamic engagement", and the standard strut front, multi-link rear suspension has been tuned to reinforce the driving part of the brand's long-standing 'ultimate driving machine' promise.

The standard suspension includes tricky two-stage dampers front and rear, but with all cars at the local launch fitted with the optional active damper system we'll have to wait to report on its quality (or otherwise).

This car's centre-of-gravity is 10mm lower than the model it replaces, which may not sound like much, but in engineering terms, absolutely is. In concert with a perfect 50:50 front-to-rear weight distribution, and wider tracks front and rear, it helps deliver an overall planted feel and predictable cornering balance.

The electro-mechanically assisted steering is accurate and linear with good road feel, which is not always the case in recent Beamers.

The launch fleet was also rolling on 19-inch rims (standard on 330i, optional on 320d) shod with Bridgestone Turanza run-flat rubber (225/40f - 255/35r) and despite that type of tyre's reputation for harsh characteristics and a moderate level of road noise, ride comfort on the typically coarse rural roads we covered in the Victorian high country was impressive.

Braking on both models is by ventilated disc front and rear, and even in spirited cornering maintained their power and efficiency. The M Sport brake package fitted to the 330i dials things up with four-piston alloy calipers (sourced from Brembo) up front.

The standard sports steering wheel is fat and grippy, the sports front seats combine firm location with long-distance comfort and overall noise levels are low. Overall, this is a super-impressive touring car.

It’s been a while since I’ve driven a Countryman so it was nice to reacquaint myself with it in PHEV guise.

As is the case with many hybrid and EV models, the Countryman takes off nicely from a standing start using electric power. Because of this, there is no lag from the engine because it hasn’t kicked in.

Once it does, it’s an incredibly smooth transition from electric to petrol propulsion - unlike some other PHEVs out there.

Mini says it will do 0-100km/h in 6.8 seconds (quicker than the sporty Cooper S by 0.7s), which is hot hatch quick, but it hits triple digits without much fuss at all, thanks in part to the AWD traction and excellent smooth-shifting six-speed auto.

If you want even more urge, switch to 'Sport' mode, but 'Mid' (normal) mode offers more than enough poke. There’s also 'Green' and 'eDrive' modes if you want a calmer drive experience that avoids the petrol engine altogether.

Given the Countryman’s size and heft, it’s never going to bother its smaller Hatch sibling when it comes to handling and dynamic performance. But, it’s much more sprightly in tight  corners and on winding country roads than I remember. You can have a great deal of fun in this car. 

Given we were driving on flawless German autobahns and Bavarian country roads, I won’t go into too much detail on the ride quality. In this environment, there was little to fault, but that is almost certainly going to be different driving on Australian pockmarked back roads and highways.

The Mini Countryman has not been rated by ANCAP for crash safety.

It comes with standard safety gear like six airbags, adaptive cruise control with stop and go, auto emergency braking (AEB) with pedestrian detection, forward collision warning, lane departure warning, an emergency call button and a run-flat tyre indicator.

Countryman PHEV also comes with front and rear parking sensors, a rear parking camera, a speed limiter and a pedestrian sound activation when in electric mode.

There’s no active lane keeping aid or blind spot monitor, and it lacks the front centre airbags of more modern competitors, but that’s down to its age.

BMW offers a three year/unlimited km warranty, which is drifting off the pace now with the majority of mainstream brands stepping up to five-year cover, with some at seven.

On the upside, bodywork is covered for 12 years, the paint for three, and 24-hour roadside assistance is complimentary for three years.

Servicing is condition based, so the car tells you when maintenance is required, and BMW offers a range of service packages in 'Basic' and 'Plus' grades up to 10 years/200,000km.

The Mini warranty is still just three years and unlimited kilometres, down on the five-year/unlimited km term of most rivals.

Unlike most other makes, Mini (and parent company BMW) have ‘condition-based servicing’, which is when the vehicle’s computer will inform you when the car needs a service.

All Minis are available with a five-year/80,000km capped price servicing plan, the basic level starting at $1640 for standard models, rising to $1700 for JCW variants.