Honda CR-V VS Mini Countryman
- Great practicality
- Good value
- Walk away locking
- Advanced safety kit only on top-spec
- Sunroof limits rear headroom
- CVT drones on
- More mature looks
- Safety overhaul
- Still fun to drive
- Ride can feel overly firm on standard suspension
- No Apple CarPlay/Android Auto
- Inevitable price hikes
Honda's CR-V is one of the original compact SUVs, and when it appeared in Australia in 1997 its only real rival was the Toyota RAV4, so it didn't leave us with much choice. It was a case of that one or the other one.
Now that's all changed, and there are currently more than 20 different mid-sized SUVs under $60k on sale in this market.
All that could change with the arrival of the fifth generation CR-V. We went along to the Australian launch to see if the CX-5 has anything to be afraid of, and found out a lot more in the process, including that it might be worth waiting before you buy one.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Andrew Chesterton road tests and reviews the new Mini Countryman Cooper, Cooper D, Cooper S and Cooper SD All4 with specs, fuel consumption and verdict at its Australian launch in Canberra.
Mini's new Countryman is officially the least mini Mini ever made. So un-Mini, in fact, it now stretches over 4 metres in length for the first time ever. It's also taller and wider than the car it replaces, making it the biggest Mini ever produced by the brand.
But there's method to Mini's super-sizing madness, with the brand desperate to make sure its new Countryman isn't just big, but is also a big deal for the first time in its brief history.
The outgoing model makes up about 15 per cent of Mini's sales in Australia - despite playing in the most popular segment - and the brand's bosses reckon they know the problem. Internal surveys reveal more than 30 per cent of people who were considering a Countryman, but ended up buying something else, did so because it was too small and impractical to be used as a family car.
And so it's grown in every direction. Its now 20cm longer, 1.5cm taller and 3.3cm wider, and it sits on a 7.5cm longer wheelbase. And while those numbers might not sound massive, it makes a difference in the cabin, and adds an extra 100 litres of boot space.
So is a maximised Mini a good thing?
|Engine Type||2.0L turbo|
In the mid-sized SUV world the X-Trail is known for being super practical, the Mazda CX-5 for its looks and the way it drives, and now the new CR-V slides into the gap between them. Great value, practical and good to drive, the sweet spot in the range is absolutely the VTi-S; well equipped, with the option of AWD. Keep your eyes peeled though for when Honda updates the base grades with advanced safety kit. We'll let you know when it does.
Is the CR-V going to steal you away from the Mazda CX-5? Tell us what you think in the comments below.
Bigger is better for Mini's Countryman. More space, more technology and with a more mature styling treatment, the Countryman finally offers the right ingredients to appear on family shopping lists.
2017 Mini Countryman range specifications
Price: From $39,900
Fuel consumption: 6.0L/100km (Cooper), 4.8L/100km (Cooper D) 6.5L/100km (Cooper S), 5.2L/100km (Cooper SD)
Tank: 51 litres
Warranty: 3 years/unlimited
Service Interval: Condition based
Engine: 1.5-litre petrol, 100kW/220Nm, 2.0-litre diesel, 110kW/330Nm, 2.0-litre petrol, 141kW/280Nm, 2.0-litre diesel, 140kW/400Nm.
Transmission: 6-sp auto/8-spd auto
Spare: Run flats
Turning circle: 11.4m diameter
Dimensions: 4,299mm (L), 1,822mm (W), 1,557mm (H)
Would you prefer a Countryman to an X1 or a Q2? Tell us what you think in the comments below.
This fifth-generation CR-V looks like it found a gym and reappeared as a beefed-up version of the last model. The dimensions don't lie – the new CR-V is 11mm longer at 4585mm end-to-end, it’s 6mm taller at 1679mm for the FWD and 4mm more in the 1689mm AWD.
At 1820mm across, it's 35mm wider and the wheelbase is 40mm longer. Ground clearance is also up by 28mm in the FWD at 198mm, and 38mm in the AWD, with its 208mm.
Just look at the pictures, there are those swept back headlights, that huge black and chrome grille, adorned with an oversized Honda badge, the muscular front wheel guards, which seem to push up and make the bonnet bulge.
From the back the CR-V looks wide and planted, but busy with all those creases and angles. While the profile isn't as sleek as others, such as the CX-5, it’s designed for practicality.
You might not have noticed, but the A-pillars either side of the windscreen are super thin to improve visibility.
Like an old-school Mini that's been stung by something flying and horrible, the Countryman has swollen in every direction, with Mini also smoothing out some of the design quirks of the outgoing model.
A redesigned grille and bonnet give the front end a calmer, more mature look, while the higher roof line and the fact the 18-inch alloy wheels have been positioned at the furthest corners of the car make the Countryman seem bigger but more well-proportioned than the car it replaces.
Inside, there's a half-premium, half-techy air to the cabin. All models get well-bolstered, leather-trim seats, a meaty steering wheel and some genuinely cool touchpoints including the bright-red switch that fires up the engine. The dash is still dominated by a huge and light-ringed (part of a more extensive illumination set up that also shines ambient lighting in the footwell) circular display that houses the multimedia screen, while the air-vents have now been placed vertically.
There's a new-found maturity to the cabin. Nicer materials, less in-your-face dials and a genuine sense of premium. The cabin lighting is hit and miss though, but the little Mini dial that lights up on the sidewalk as you approach and unlock the car will surely put a smile on some owner's faces.
While the new CR-V misses out on a sleek profile, it gains in practicality. Tall, wide doors which open at almost 90 degrees to the side of the car make getting kids (and yourself) in and out a lot easier.
The tailgate opens high enough for me at 191cm to just walk under, and the low load lip means you don't have to hammer throw your shopping over the bumper into the boot.
Cargo space is 522 litres in the five seater and 472 litres in the seven-seat CR-V, an LED light which can be flicked on and off is great for when you're fumbling for gear in the dark.
That auto tailgate can sense if there are fingers in the way and will stop just as it touches them but before it crushes them – I know I tested it myself, with my own fingers, and all of them are still on my hand.
The increase in wheelbase means more legroom in the second row and I can sit behind my driving position with about 10cm of space - that's verging on limo territory.
The third row in the seven-seat VTi-L is cramped for me, and my knees are tucked under my chin, but your kids will love it - unless they're giants.
Climbing into the third row isn't too much of a challenge – the footpath-side seat slides and flips forward to open up a little pathway through to the back.
Each row has two cupholders (yup, even in the VTi-L's back seats) there are small bottle holders in the rear doors and bigger ones up front.
The centre console storage bin is excellent – you can configure it several ways.
The lock and go function is excellent, too – walk two metres away from the car for more than two seconds and it will lock itself. You only have to touch the handle to unlock it again.
Growth is good for Countryman buyers, with more room for passengers and luggage. Shoulder room and leg room have both grown (albeit by about 5cm), and the interior never feels cramped no matter whether you're sitting in the front or the back.
Boot space has increased, too, growing from 350 litres to 450 litres with the 40:20:40 rear seat in place, and from 1,170 to 1,390 when it is folded flat.
Standard fit includes two cup holders for front seat passengers, plus room in the doors for bottles, but both the S and SD models also get a pull-down divider in the rear seat that houses another two. There's two ISOFIX attachment points, one in each window seat in the back.
Price and features
Prices have gone up… and down, depending on which grade of CR-V we're talking about. The entry-level VTi lists for $30,690 (a $900 increase), the front-wheel drive (FWD) VTi-S above it is $33,290 (a $1000 jump) while the all-wheel drive is $35,490 (up $200). The VTi-L has dropped by $300 to $38,990 and the top-of-the-range VTi-LX is down $1500 at $44,290.
Honda says it's added between $2600-$4350 of value across the range with this new model, which sounds awfully nice of them, and going by the healthy standard features list, and in comparison to its rivals such as the Mazda CX-5, Nissan X-Trail, and Toyota RAV4, the value for money is good.
Standard on the base-spec VTi is a 7.0-inch touchscreen with Apple CarPlay and Android Auto, multi-angle reversing camera, Bluetooth connectivity, an eight-speaker sound system, dual-zone climate control, 17-inch alloy wheels, push-button ignition and proximity unlocking.
Stepping up to the VTi-S adds front and rear parking sensors, power tailgate and 18-inch alloy wheels.
The VTi-L is the FWD seven-seater and gets all of the VTi-S's features and adds a panoramic sunroof, auto wipers, and heated front seats with the driver's being power adjustable.
King of the range is the VTi-LX, which picks up all the VTi-L's gear and adds leather-appointed seats, LED headlights, tinted windows and an advanced safety equipment package which includes AEB.
The bad news first: there's pricing pain right across the streamlined Countryman line-up, with the like-for-like cost of entry into an automatic model climbing by $3,400, and the cheaper still manual option banished from the line up altogether.
The range now kicks off with the entry-level Cooper, now starting from $39,900, sitting below the Cooper D at $43,900. The first of the fun-flavoured variants arrives next, the $46,500 Cooper S, with the 2017 line-up topping out with the $51,500 Cooper SD (Sport Diesel) All4 - the only model to get all-wheel drive.
You do get a heap more kit for your money, though, even if some of the items really should have been included on the outgoing model, too. You get a reversing camera for the first time, for example, but you'll also find front and rear parking sensors, an auto-parking system, cruise control, 18-inch alloys and a powered boot you can open by waving your foot under the rear bumper.
Elsewhere, expect leather-trimmed seats, dual-zone climate control, keyless entry, a 6.5-inch screen (still not a touchscreen, but you can option one) paired with a six-speaker stereo and an admittedly cool light system that illuminates the Mini logo on the footpath when you unlock the car.
But the big news is the standard safety equipment that makes an appearance even on the entry-level Cooper. But more on that under our Safety heading.
Spring for the Cooper D and you'll find the same kit, but add two gears to your automatic gearbox, now an eight-speed. The Cooper S adds a sports transmission, a rear centre armrest, LED headlights and the steering wheel from the John Cooper Works models. You also get a drive-mode selector, but adjustable dampers are a cost option. The SD model gets the same as the S, only with all-wheel drive.
Engine & trans
Simple. One engine for the whole range. It's a 1.5-litre four-cylinder turbo-petrol which makes 140kW/240Nm. That's not a great deal of grunt, but it’s more than the same engine makes in the Honda Civic, and at no point did it feel like it needed more oomph during our hilly drive.
The automatic transmission is a CVT. They're prone to making the engine drone loudly without producing much in the way of acceleration. Honda's CVT is one of the best I’ve encountered, though.
Do you need an AWD CR-V? Well, the CR-V is not an off-roader, the on-demand AWD is really for a bit of extra traction and stability in the wet or on dirt and gravel. My advice is to get it if you can afford it and not worry about the fuel bills. The CVT is so good at being economical the difference is almost zilch. Read on to find just how much zilch.
Things kick off with a less-than-exciting three-cylinder engine housed within the entry-level Cooper. The 1.5-litre power plant produces 100kW at 4,400rpm and 220Nm from 1,400rpm, fed through a six-speed automatic before being sent to the front wheels. It'll squeeze a 9.6sec zero-to-100km/h sprint out of the cheapest Countryman.
Step up to the Cooper D and you'll find a 2.0-litre diesel under the bonnet producing 110kW at 4,000Nm and 330Nm from 1,750rpm. It will reduce the sprint time to 8.8secs, using the first of the eight-speed automatics in the Countryman line up.
The sporty Cooper S squeezes 141kW at 5,000rpm and 280Nm from 1,350rpm from its 2.0-litre petrol engine, channeled to the front wheels via an eight-speed sports automatic, which is enough to produce a 7.4sec sprint to 100km/h.
Finally, the Cooper SD All4 gets a 2.0-litre diesel donk producing 140kW at 4,000rpm and an impressive 400Nm from 1,750rpm, fed to all four wheels through an eight-speed sports automatic. The 100km/h sprint takes an identical 7.4 seconds, however.
Despite my gripes with CVTs, they are super fuel efficient. In the FWD VTi Honda says it'll consume 91RON at a rate of 7.0L/100km (we recorded 8.9L/100km) then step up to 7.3L/100km in the VTi-S FWD, then 7.4L/100km in the AWD version. The seven seat VTi-L is also officially 7.3L/100km (we recorded 8.3L/100km) and the AWD VTi-LX is 7.4L/100km.
The entry-level Cooper will sip a claimed/combined 6.0 litres per hundred kilometres and produce 138g per kilometre of C02. The Cooper D is the most miserly of the Countryman family, returning 4.8 litres per hundred kilometres on the claimed/combined cycle, and will produce a 126g per kilometre of CO2.
The sportier models will predictably cost you more at the pump, with the Cooper S drinking 6.5 litres per hundred kilometres (claimed/combined) and emitting 149 grams of CO2 per kilometre, while the Cooper SD need 5.2 litres on the same cycle, while emitting 138 grams of C02 per kilometres.
We drove three of the four grades of CR-V at its Australian launch – the base spec VTi, and the VTi-L seven seater, which are FWD, and the AWD only VTi-LX.
Honestly, there is next to no perceptible difference in the way any of them drives, apart from the AWD being more sure-footed on gravel roads.
That engine is a good thing. It's small, but delivers a decent output. Our drive route included hilly country, and it didn't feel underpowered, at all.
The CVT drones on and is joined by quite a bit of road noise from the tyres filtering into the cabin, but the ride is comfortable and the handling impressive for an SUV in this price range.
Visibility is excellent around those super thin A-pillars, but the curvy bonnet limits vision in car parks.
Front seating is comfortable, but the chairs feel too large, and lack bolstering to hold you in place in corners. The back seats are flatter and harder.
All models have excellent brake response, thanks to and electronic brake booster system. And steering is quick compared to the old model, with fewer turns of the wheel required to turn the same distance.
There's s reason F1 cars don't offer much boot space, and that's because bigger is rarely better in the slippery world of aerodynamics and performance. So the model we were most excited about driving - the overgrown Cooper S - was also the one we approached with the most trepidation.
Happily, it still feels the most urgent of the current crop (a JCW version is still en route) with a zero-to-100km/h time that doesn't set the world on fire, but equally doesn't feel anything resembling slow. The optional variable dampers ($700) make a different on rougher road surfaces, with the harsh and jarring ride of old banished in favour of something a little more smooth, but no less connected.
Equally important, though, is that its weight gain hasn't hurt it in backroad hillclimbs. While the tired old "like a go-kart" description can't be applied to something now the the genuine size of a small SUV, it still feels constantly planted to the road, with direct steering and plenty of feedback fed through the meaty steering wheel.
Step up to the range topper, the diesel-powered SD All4 and things take a turn for the weirder. On paper, the all-wheel-drive model should kill it. A mere kilowatt less power than the Cooper S, but a bucketload more torque, along with the ability to channel that power though a clever all-wheel-drive system should see it devour the sprint. But with that extra kit comes extra kilos (1530kg versus 1460kg), and so the offical time is bang-on that of the petrol-powered S.
But it never feels as quick in the real world. It lacks some of the free-revving fun of the petrol, instead choosing the next gear early in the rev range in automatic mode, and flat-out refusing to shift down a gear as you approach a corner should you take over the shifting via the manual paddles. It feel no less planted than the Cooper S, and it grips and sits beautifully on the twister stuff, but the fun factor just isn't the same.
While we didn't sample the Cooper D, we spent some time in the fun and frugal Cooper. Its three-cylinder engine offers enough power to keep you entertained in the city, but things get a little less fun out on the open road where the climb from 80km/h to 100km/h can feel eternal. The ride, too, feels rougher, with the suspension set to a sportier ride which allows harsher bumps into the cabin.
But all of that stuff will fade into obscurity when you're off the twisting roads and back in the city - and let's face it, that's where the Countryman will spend the bulk of its time. And it's here where Mini's changes make the most sense. The cabin feels light and airy, you can fit more stuff in the boot, the interior treatment is first-class and the addition of crucial driving aids will make day-to-day driving so much easier.
Okay, first up, the new CR-V isn't fitted with Takata airbags, which are the ones at the centre of the current worldwide recall.
The new CR-V has not been given an ANCAP rating yet, but the previous model did score the maximum five-stars.
What you should know, too, is that only the top-of-the-range VTi-LX grade comes with advanced safety equipment such as AEB, lane departure warning, lane keeping assistance, and adaptive cruise control.
Honda told us at the launch that the advanced safety tech would soon be available on all grades, but could not tell us when. So, you might like to wait until it arrives on more grades.
You'll find two ISOFIX points and three top tether mounts for child seats across the second row, and all grades of CR-V have a full sized spare wheel.
The Countryman has gone from one of the worst in show (no reversing camera?) to one of the strongest standard safety performers. The now-standard reversing camera joins front and rear parking sensors and an automatic parking system that will take over the steering for you when manoeuvring into a tight spot.
But you'll now also find Mini's Driver Assistant Package, which includes forward collision warning with pedestrian detection and AEB, and street-sign recognition that reads the signs as you pass them and displays that info on the in-car screen. You can add to that active cruise that will come to a complete stop with traffic before accelerating to speed again, and five airbags (dual front airbags, a side airbag for the driver and two curtain airbags covering both rows of seats).
The Mini Countryman is covered by a three-year, unlimited-kilometre warranty and requires what BMW calls "condition-based servicing", meaning your car is serviced when it needs to be, rather than after a predetermined amount of kilometres. Owners can prepay their maintenance costs for five years or 80,000km for $1,240.