2022 Mini Cooper vs 2023 Mini Countryman

What's the difference?

It’s reassuring to realise that the British-built Mini’s German masters have not stood still over the past eight years.

This second facelift of the third-generation Cooper three-door hatch has freshened up the appearance on the outside, improved the look inside and provided a refined yet dynamic driving experience that fits in with the British brand’s reputation.

But the real shock is how reasonably priced the Classic Plus package is, especially when you consider that the Mini provides a truly unique proposition that’s backed by reassuringly high-quality BMW engineering.

A Cooper offering decent value-for-money? In 20 years, that’s certainly a first worth celebrating.   

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.

Yes, even after all these years. After all, BMW’s Mini has been more successful commercially than BMC’s original ever managed, primarily due to a massive uptake in the United States and China.

You can see why. The pert bug-eyed looks, frameless doors, chunky cabin, circular interior themes and, of course, the reputation put it in a unique place amongst today’s far more homogenised small car alternatives.

Interestingly, the most recent update in early 2021 has resulted in a sleek and more-focused look that moves away from the over-the-top caricature of previous iterations, though the black band around the nose cone might take some getting used to. Even the OTT Union Jack tail-light LEDs seem toned down.

And, like we said, there’s nothing like it on the market anymore. Once upon a time, close (if not exactly direct) opponents included the Alfa Romeo Mito, Audi A3 three-door, Honda CR-Z, Hyundai Veloster, Peugeot 208 GTi, Volkswagen Beetle… but they’re all gone.

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.

From the moment you open the light yet solid front door, it’s obvious that the Mini is a different type of small car.

The frameless doors give it a hardtop feel, though it’s a shame the necessary thick B-pillar doesn’t allow for the rear windows to find down for a truly ‘60s American hardtop-style open side experience.

The Classic Plus’ standard front seats are a highlight. Superbly supportive and with extensive adjustment permutations so even taller and heftier folk can find the right position, they help create a snug yet not cramped environment, with a low, focused driving position that’s easy to get comfy behind thanks to endless column and seat adjustability. One does peer over that bulky dashtop though.

The 5.0-inch black-panel instrumentation redesign does much to reduce the old Mini tweeness inside, with motorcycle-style digitised analogue-look dials and fresh new graphics and functionality (with new ‘favourites’ shortcuts added) for the rectangular centre multimedia screen. Based on BMW’s excellent iDrive system, it’s all easy and intuitive to operate.

However, that dash is looking old and messy now, with its small letter-box screen and messy buttons, though the toggle switchgear is pleasant to operate and adds to the Mini’s sense of occasion too. The kerbside mirror won’t automatically dip in reverse, and Android Auto users aren’t accommodated like Apple CarPlay users are.

Still, storage is sufficient for most peoples’ needs as long as the things they need put away aren’t too large, backed up by a foldable armrest-cum-cubby and handy pair of big cupholders ahead of the gear lever – which is an ex-BMW design that takes a minute to get used to but works just fine.

For a three-door four-seater coupe, practicality is better than you might imagine, aided by good all-round vision and thoughtful packaging.

Access to the rear is obviously not going to be the Hatch’s easiest party trick, but a single-action lift-up latch that slides and automatically returns the front seat back to the original spot helps enormously. It’s not too much of a struggle sliding between seat and pillar as well.

Once sat out back, you’ll find a firm but inviting bench and backrest (for two), a pair of cupholders and map pockets, a trio of cupholders as well as elbow rests incorporated into the side panels. All double up as receptacles for odds and ends. Lots of glass and those upright pillars impart a surprisingly spacious feel.

Speaking of back-seat room, because it’s only a two-seater configuration, there’s a welcome amount of acreage for elbows, shoulders and bottoms, while legroom isn’t too bad for a 178cm adult sat behind themselves. There’s nothing cramped or oppressive in the Classic Plus we’re in, save perhaps for the endless black trim.

However, betraying the F56 Cooper’s age, while the front centre-armrest sited smartphone charger is accessible to rear-seat occupants, there are no USB ports of any variety or overhead lighting in this sunroof-equipped example. Nor will you find a folding centre armrest or overhead grab handles. In fact, the latter is only provided for the front-seat passenger.

Also, keep in mind that passengers cannot crack a window back there. 

Further back, a can of goo in lieu of a spare wheel means the boot floor is deeper than you might imagine, with a small compartment below the second floor for added hidden storage. Beyond that, it’s an F56 Mini, so a 211L capacity and a pair of 60:40-folding backrests into the cabin as your lot luggage-capacity wise.

If you want practicality Mini offers the F55 5DR Hatch (278L) or our favourite of the lot, the lovely Clubman with 360L. Or if you don’t mind your Mini looking like a gargoyle, the Countryman extends that again to between 405L and 450L depending on rear-seat position.

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.

One of the stronger petrol engine families of the last decade is BMW’s B-series modular in-line units, in B38 1.2-litre and 1.5-litre three-cylinder, B48 2.0-litre four-cylinder and B58 3.0-litre six-cylinder formats.

The Cooper uses the B38A15M1, meaning a 1499cc 1.5-litre three-pot turbo featuring an aluminium block and head, a twin-scroll turbocharger, direct injection, variable valve lift (Valvetronic) and variable valve timing (Double VANOS).

It pumps 100kW of power at a peaky 6500rpm and 220Nm of torque from just 1480rpm to 4100rpm ­– enough for a 0-100km/h dash time of 8.2 seconds on the way to a 210km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT) dubbed Steptronic in Mini-speak – a switch from earlier F56 examples from a few years back that used a six-speed torque-converter auto. The floor shifter has the typically-BMW back for up/forward for down shift pattern. For paddle shifters you need to step up to the Cooper S with the B48 2.0-litre engine.

The Mini’s UKL1 platform (Untere Klasse, German for ‘lower class’) modular architecture is spread between the F55 (5DR), F56 (3DR) and F57 (Convertible) models, and employs MacPherson-style struts up front and a multi-link rear end. A longer version of this also underpins the larger Mini Clubman and Countryman as well as BMW’s 1 Series, 2 Series (not coupe and convertible), X1 and X2.

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.

Running on 95 RON premium unleaded petrol, our Cooper managed a worthy 7.1L/100km in a fairly demanding mix of heavy urban commuting traffic and higher-speed performance testing. The trip computer was showing high-6s, so it wasn’t far off the truth.

The official figure should average out at 5.6L/100km, for a carbon dioxide emissions rating of 128 grams per kilometre. With a 44L fuel tank, the potential range-average is 785km.

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.

In a word, feisty.

Though only a three-pot turbo, the charming B38 1.5-litre engine is one of the best of the breed, offering a broad performance spectrum that allows it to rev cleanly and pull strongly all the way to the 7000rpm limit.

Additionally, the auto shuffles between its seven forward ratios seamlessly, for super-smooth progress.

However, around town, there is the usual momentary DCT hesitation from standstill, which can be quite frustrating if you’re in a hurry. Once that and the turbo wakes up, the Cooper will surge ahead with impressive determination, but instantaneous acceleration isn’t in this Mini’s repertoire. The previous, old six-speed torque-converter auto was far more immediate to throttle inputs.  

Note that selecting Sport in the drive mode kicks things along a little more urgently. As such, and at this price point, we’d like to see a pair of paddle shifters to add to that experience, especially now as there’s no manual gearbox on offer. The 'Green' eco mode, on the other hand, throttles things back to a slightly more leisurely pace to conserve fuel.

Minis are renowned for their direct steering and sharp handling, and the Cooper doesn’t disappoint.

At parking speeds, there’s heaps of electric assistance to make manoeuvring about easy – and don’t forget about the standard park assist system to lend a helping hand here – while out on the open road, the flat, precise and confident cornering imparts a wonderful sense of security and connection with the road that, for keener driver, is worth the price of entry alone.

Never nervous, yet always alive in your hands. Assisted by grippy Goodyear Eagle 205/45R17 rubber, you feel the expensive engineering going on underneath to keep everything in order and precisely where the driver needs the car to be. Even when caned along.

But… you also feel the at-times firm ride over the ragged urban streetscapes that Coopers will undoubtedly traverse most days, though it isn’t as abrupt or choppy as in previous iterations with this-sized wheel/tyre package. Plus, coarse bitumen surfaces make for a fair amount of road noise intrusion at times.

That said, if your regular commute takes in fresh, smooth roads, then the Mini shines.

If all this sounds awfully familiar, then keep in mind that the Cooper is very much a baby BMW in behaviour as well as demeanour.

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.

Like BMW, Mini offers a three-year/unlimited kilometre warranty, which trails Mercedes-Benz’s five years and behind the seven-year unconditional warranty pioneered by Kia. A three-year roadside assistance package is also included.

Additionally, the car tells the owner/driver when it needs servicing, meaning it is condition-based rather than time-based scheduling. In the UK, it is generally recommended every 12 months or 10,000km is a good rule of thumb, just to be safe.

Owners can also purchase a five-year/80,000km service plan to help save money.

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.