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A new JCW (John Cooper Works) Mini variant usually attracts a bit of attention. And there’s a fair bit to talk about with this latest example.
The third-generation Countryman is the largest model yet to carry the Mini name - it’s not far off the size of a Volvo XC40 now - so the question is, has Mini maintained its go-kart feel and darty dynamics with a vehicle that’s now firmly in small family SUV territory?
We travelled to Portugal to drive the new Countryman in SE electric and petrol-powered JCW guise. Despite the very different vibes, there’s some interesting parallels to their respective performance.
Big news on the smaller SUV front. Suzuki has launched an “all-new” S-Cross.
But despite what some of the clever photography might have you think, this MY23 update is actually the second facelift of the decade-old original, bringing a redesigned front and rear end as well as a minor dashboard update, with little changing underneath.
A bit more than what the current Mitsubishi ASX received back in 2019 but far less than what the latest Ford Ranger espouses, then.
That all said, we came away surprised from what amounted to a reunion with a quiet old acquaintance that’s long lurked away from the crossover spotlight.
Is this year the S-Cross’ time to shine?
My time with the Countryman JCW was brief, but it was enough to confirm that the new-generation model has lost nothing by gaining a few inches.
Mini has ensured that the JCW remains the pinnacle of its range.
When you push the JCW into tight corners at speed, the car’s intentions are clear. This is a dedicated performance model, but it has that duality of being an everyday hauler as well.
There’s no way around it. The S-Cross might have a smart new face and a higher level of safety equipment compared to before, but it still looks like a crossover from the previous decade, lacking some features that fresher machinery now include for the money.
Speaking of which, Suzuki’s decision to import the AWD only versions from Europe further undermines the series, since its circa-$45,000 driveaway price tag puts the old stager in the company of some very impressive newer rivals.
However, with sound packaging, a user-friendly interior, strong turbo performance and composed dynamics, there’s still much to recommend if you’re a small SUV buyer unconcerned about driving the latest thing.
That said, there are more modern and compelling alternatives out there.
Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.
I have already detailed the design of the new Countryman in my review of the Countryman SE, but the JCW has a slightly different look.
The sporty JCW body kit includes elements like stripes, a two-tone roof, some extra visual flourishes and black 19-inch alloy wheels. In black body paint with a red roof, the look is quite cool. But a static example we saw in Portugal in Nanuq White was our pick.
Inside there are unique JCW elements including the sports seat design, steering wheel, and black and red contrast seats and stitching.
None of the JCW styling elements are over the top. They add up to give it a subtly sporty look without shouting it from the rooftops.
It’s been reported that Suzuki in Italy was responsible for the restyle. One of its aims was to more-emphatically position the latest S-Cross above the (slightly) smaller Vitara.
The Italian connection is not new to the series, as the preceding SX4 (you’ll still find that badge on the tailgate) was the deft work of renowned design firm Italdesign. It was an early small SUV pioneer back in 2006.
What’s immediately obvious is that the MY23 S-Cross version looks heaps better up front than its angry-faced immediate predecessor. Banishing the fussy toothy grille for a layered multi-LED headlight design and modish chrome-bar grille insert gives the Hungarian-made crossover a bolder and far more contemporary appearance.
What’s more surprising for a facelift is the reshaping of the C-pillar immediately behind the rear doors, swapping out the old triangular back light for a narrower rectangular unit. Along with the harder-edged tailgate, blocker bumpers and raised horizontal tail-light treatments, they reveal the sheer extent of design change that’s occurred. The Suzuki has now at last lost its original Nissan Dualis/Qashqai-esque profile.
However, despite the aid of much larger and now-squared-off wheel arch cladding and repositioned plastic strips along the sides, the carryover doors and roofline do betray the S-Cross’ 2013 vintage in profile.
Will buyers care? The Suzuki still looks good anyway.
Once again, please visit the Countryman SE review for the ins and outs of the 2024 Mini Countryman interior.
But for highlights, the storage up front is lacking somewhat, but there is ample space throughout the cabin, given the new Countryman is 130mm longer and 60mm taller than the old model.
The toggles are cute, but the engine stop/start and Mini Experiences toggles look too similar and are right next to each other.
The massive new 9.5-inch circular OLED screen is beautiful to look at, and fairly logical to navigate. The various Mini Experiences - basically modes that change things like ambient lighting and more - are cute, if a little gimmicky.
Rear seat space is ample, too, and the usual amenities are also there, including a central armrest with cupholders, outboard ISOFIX points, knee-level air vents, map pockets, big bottle storage and two USB-C ports.
The boot offers more space than the electric Countryman - the JCW can swallow 505 litres, increasing to 1530L with the rear seats lowered.
Besides the inherent reliability of buying Suzuki, one of the previous S-Cross’s biggest advantages was its spacious and practical interior.
Of course, dimensionally almost everything carries over, so it remains easy to get in thanks to big doors that open wide. There’s ample space front and rear, with sufficient headroom, legroom and shoulder width for an SUV in this class front and back, while good all-round vision is afforded by a commanding driving position and plenty of glass.
Objectively, the S-Cross’ cabin is difficult to fault.
The front seats are broad but seem supportive enough. Most people should find the right driving position ahead of the (carryover) steering wheel, that adjusts for reach as well as height.
The instrument dials are clear and simple to decipher, aided by the addition of an auxiliary digital speedo (at last). There’s no missing the camera within the newly-elevated centre touchscreen. It’s an easy stretch to the climate control buttons and there are several places to store things in or on, especially in the large-ish glove box.
Front and rear centre armrests are also fitted, with the rears containing cupholders. Additionally, while there is lots of hardwearing plastic, it seems of decent quality and is well glued together.
Nobody will be intimidated by the unfamiliar in this Suzuki. Timid and perhaps even older drivers in particular ought to feel at home.
However, repositioned centre console and updated multimedia screen apart, it’s much the same as when the first S-Cross surfaced in 2013, and that might be an issue for potential buyers seeking to buy a $45,000 to $50,000 SUV.
More annoyingly, the front passenger seat lacks a cushion height adjuster; there is no physical volume knob for the multimedia system, so users must tap or jab a screen or disturb the driver by using the steering wheel switch instead; the rear seat has no passenger-facing air vents; and the 7.0-inch touchscreen is laughably tiny in 2022.
Plus, the Prestige’s missing equipment as found in some similarly-priced up-spec rivals might put people off; no head-up display, heated seats, wireless charger or configurable instrumentation are just a few of them. It all feels old and not premium enough – something a quick visit to a Kia, Hyundai or Nissan dealer will immediately reveal.
Never mind. At least the rear backrest reclines (a tiny bit) for added comfort, while further back, boot capacity remains the same at 430 litres. The backrest has a 60:40 split and the floor can be positioned in different locations. With the seats folded down, capacity rises to 665L, while maximum volume is 1230L. The load area is flat and wide and a space saver spare wheel is located beneath the boot floor.
Overall, then, the S-Cross is a pleasant and accommodating package, but one that will seem dated compared to newer rivals.
As with the other Countryman powertrain grades - which includes the entry-level petrol C, sporty petrol SE, entry-level battery-electric E, and a sporty EV in the SE - the JCW is offered in three distinct model grades.
The Core kicks things off at $67,990 before on-road costs, then there’s the Classic for $70,990 and the Favoured at $73,990.
Interestingly, that opening price is a couple of hundred dollars less than the equivalent grade of the model it’s replacing. And the flagship Favoured is more than $3000 cheaper than the outgoing top-spec JCW Yours.
It’s not everyday that a new-generation model with tech and design advances is cheaper than its predecessor, so kudos to Mini for keeping prices down when everyone else is increasing them.
Spec is fairly generous across the three grades too, with the Core coming standard with the JCW body kit and brakes, as well as JCW steering wheel and seats, adaptive suspension, a Harman/Kardon 12-speaker sound system, wireless Apple CarPlay and Android Auto, wireless charging, keyless entry and start, a head-up display, digital radio, a heated steering wheel and a power tailgate with kick function.
The Classic adds an interior camera, augmented reality sat-nav, heated front seats, a panoramic sunroof and body stripes.
The Favoured gains a few extras, including ‘Active Seat Functions’ for the driver, power seat adjustment with memory function, and additional window glazing.
In terms of rivals, there are not a lot of performance-focused small SUVs that are in direct competition with the Countryman JCW. There is the mechanical twins under the skin - the BMW X1 and X2 M35i ($90,900 and $92,900), as well the Mercedes-Benz GLA35 ($96,900) that all offer very similar power and torque figures, but are much more expensive. The Volkswagen T-Roc R ($63,490) is another spicy small SUV worth considering and it's more affordable than all of them.
Not from $40,990 (all prices stated are before on-road costs) sadly, or $3500 more for the $44,490 Prestige flagship that sits as the largest and most expensive model in the brand’s entire line-up.
This represents a hike of $10,500 and $12,500 respectively.
Suzuki says this pricing is in line with equivalently-equipped rivals like the extremely popular Kia Seltos and new Nissan Qashqai, especially given that a turbo petrol engine with all-wheel drive (AWD, dubbed AllGrip in marketing-speak) is currently the only specification you can buy.
That is true. The previous S-Cross, facelifted in 2016, was front-wheel-drive only (though earlier grades did offer AWD), so the MY23 AWD version should absorb at least $2500 of that price inflation.
The previous model also lacked some now-critical safety technologies that have now at last made it on the Suzuki, including autonomous emergency braking (AEB), Lane Departure Warning, Blind Spot Monitoring, Rear Cross-traffic Alert and something called Weaving Alert that sounds like a driver-drowsiness warning prompt.
Additionally, the newcomer adopts adaptive cruise control with full stop/go functionality, high beam assist and auto-on/off headlights for the first time, as well as a redesigned upper-centre console housing a updated multimedia system with wireless Apple CarPlay in either 7.0-inch or 9.0-inch (for Prestige) sizes.
These build on top of the old model’s seven airbags, electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist, cruise control, front fog lights, keyless entry/start, 7.0-inch touchscreen, reverse camera, satellite navigation, wired Apple CarPlay/Android Auto compatibility, Bluetooth audio and telephony connectivity, dual-zone climate control, electric folding mirrors, rear privacy glass and 17-inch alloy wheels.
Shelling out another $3500 for the Prestige grade now scores you that nine-inch touchscreen, 360-degree view camera, leather trimmed seating, polished alloys and the debut of a panoramic sunroof.
However, nowadays, with the S-Cross Prestige especially nudging $50K-driveaway, it’s still missing goodies like the full electronic instrumentation, twin-screen displays, a head-up display, wireless charging, premium multi-speaker audio, a powered driver’s seat with memory, heated/vented front seats and an electric tailgate that the MY23 Seltos GT-Line gains, for similar money.
Most of these items are also available in the Qashqai and Mazda CX-30 at this price point.
There is also no escaping the fact that the S-Cross is looking old and dated inside already, while the Seltos and new Qashqai especially are crisp, modern designs throughout.
But don’t fret, Suzuki fans. We understand that cheaper S-Cross 2WD grades are in the pipeline, perhaps for next year.
Let’s wait and see.
Under the rather sculpted bonnet of the Countryman JCW is a 2.0-litre turbocharged petrol engine, driving all four wheels via a seven-speed dual-clutch automatic transmission.
Power and torque outputs of 233kW and 400Nm is up and down compared to the previous model’s 225kW and 450Nm. Australia also gets a more potent tune than Europe. Because of stricter emissions regulations, it only pumps out 221kW in Europe. The new Countryman’s figures match the X1 and X2 M35i, given it’s the exact same powertrain.
The 0-100km/h dash time for this model is 5.4sec. That’s just 0.4sec quicker than the all-electric Countryman SE.
The 2023 S-Cross uses Suzuki’s well-received Boosterjet engine tech.
As before, this means a 1373cc 1.4-litre twin-cam direct-injection turbocharged four-cylinder petrol engine, mounted transversely and driving all four wheels via a six-speed torque-converter automatic transmission, with paddle shifters included.
No manual gearbox is available.
Power is rated at 103kW at 5500rpm and the 220Nm torque maximum kicks in from 1500-4000rpm. Kerb weight has jumped 90kg, from 1170kg to 1260kg (1290kg for Prestige), mainly due to the adoption of AWD.
Speaking of which, the AllGrip AWD transmission has four modes – Auto (front-drive only unless loss of traction is detected), Sport (with up to 50 per cent of torque goes to the rear wheels), Snow (offering up to 30 per cent rear-wheel drive) and Lock. Ground clearance is rated at 175mm.
Steering is via an electric rack and pinion set-up, the front suspension is a MacPherson strut-style design and the rear end uses a torsion beam arrangement. All wheels are 17-inch, and each contains a disc brake.
Mini says the JCW consumes 7.8-8.3 litres per 100 kilometres on the combined cycle, but an Australian figure is yet to be confirmed.
Given my brief time behind the wheel I did not record an on-test fuel use figure.
The S-Cross averages 6.2 litres per 100km, with a carbon dioxide emissions rating of 145 grams per kilometre. Reflecting a 90kg-odd kerb weight hike, this is up from 5.9L/100km (for a 138g/km rating) in the previous model.
Driven quite hard at times on country roads, our trip computer showed an average of 10L/100km, which actually reflects the S-Cross’ sporty personality... as well as a non-run-in odometer starting mileage of just 180km.
On the flipside, the 1.4-litre turbo prefers the 95 RON premium unleaded brew.
So I had a bit of a taste of the Countryman JCW the day prior to driving it when I was behind the wheel of the BMW X2 M35i. The two models share a powertrain, but in the same way that the electric iX2 differs from the mechanically related Countryman SE, they have different characteristics.
Mini does its own tunes for things like steering and suspension, and the two models differ in size. Other elements like tyre choice and even the feel of the steering wheel further differentiate the models.
I have driven a few recent JCW products, including the adorable but recently discontinued Clubman JCW at a previous job. There’s something special about a Mini JCW model, and the brand has worked hard to preserve that with the new, bigger Countryman.
For starters, that 2.0L turbo engine is a sweetie. There is a bit of turbo lag accelerating from a standing start, but once it kicks in there’s plenty of power to hit that 5.4-second 0-100km/h time. And it just keeps going. It’s responsive, willing and just plain fun!
It has a lovely engine note, but I suspect some of that is amplified sound.
As with the electric SE, the JCW’s steering is sharp and tuned for dynamic driving. As is the suspension setup, which has a firmness to it without being uncomfortable, even on pockmarked backroads. Mini has struck a nice balance here.
What about the go-kart feel Mini is known for? Fear not, because the JCW’s dynamism hasn’t been blunted by the additional size of the new-gen model. It carved through bends without a hint of body roll and maintained an impressive amount of grip.
Here’s the biggest surprise about the new S-Cross: it does not drive like a nine-year old design.
That’s mainly thanks to the energetic and effective performance offered by the 1.4-litre turbo Boosterjet petrol engine. But we can also credit Suzuki’s chassis engineers for creating a smooth and agile handling machine as well.
Let’s start with that powertrain.
Unlike many rivals, the S-Cross benefits from having a torque-converter auto rather than a CVT continuously variable transmission, which means it accelerates off the line seamlessly like the latter, yet changes up and down through each gear ratio with a prompt, discernible step. The gearbox responds instantly if you need to access a lower gear for extra power and does not drone if you floor the throttle for whatever reason.
While having six forward gears might sound a bit too few in 2022, the auto is tuned to work within the turbo engine’s torque band, and so there’s always a ready supply of muscle as required; if you need extra performance, it comes on quickly, strongly and very smoothly, providing the reassurance of fast overtaking power on the open road.
The 1.4T remains one of our favourite powertrains, period, and is by far the best thing about the S-Cross.
Most drivers will also appreciate the light steering, which makes for easy parking as well as effortless low-speed manoeuvrability, so it’s great around town.
However, the steering effort could certainly use a bit more weight at higher speeds, as it’s just too light, especially considering how balanced and predictable the handling and roadholding are. The S-Cross corners with agility and accuracy, and goes exactly where you point the front wheels. Even a little more resistance and feedback from the steering would benefit the driver as a result, especially in wet conditions.
We never had the chance to drive the Suzuki in the rain, so can’t say if the AWD system adds another layer of roadholding grip or confidence. But on gravel, the handling remains neutral and composed, so we hold out hope that the same would also apply over wet roads.
Fitted with quality Continental EcoContact6 tyres, the S-Cross also felt quiet and refined out on the highway roads we tested it on, while offering a decent level of suppleness over bumpier surfaces. Again, a more thorough drive in urban conditions is required to see if the ride quality matches our initial impressions.
Overall, then, the MY23 S-Cross drives and feels like a newer vehicle than its near-decade old design suggests. Much of that is due to the speed and sophistication of its Boosterjet powertrain, but the overall chassis dynamics have long been sound anyway.
We weren’t expecting such a positive driving outcome.
The Countryman is yet to be tested by Euro NCAP or ANCAP.
All JCW grades come standard with autonomous emergency braking, blind-spot and lane change warning, an exit warning, ‘Intelligent Emergency Call’, rear collision prevention, rear cross-traffic warning with braking, a speed limiter and tyre pressure monitoring system.
No ANCAP crash test rating information has been released by Suzuki for the S-Cross.
The pre-facelift version managed to score five stars, but that was back in 2013. It lacked some essential safety technologies, that have now made it to the MY23 model, including autonomous emergency braking (AEB), Lane Departure Warning, Blind Spot Monitoring, Rear Cross-traffic Alert, Weaving Alert (a driver-drowsiness warning prompt) and front/rear parking sensors as standard.
It also gains adaptive cruise control with full stop/go functionality, high beam assist and auto-on/off headlights, building on the old model’s seven airbags, electronic stability control, anti-lock brakes with electronic brake-force distribution and brake-assist.
There is no information regarding the operating range of the AEB tech.
Along with a trio of child-seat tether anchorages, the S-Cross’ rear seat base features two ISOFIX attachments.
Like its Mini stablemates, the Countryman is covered by a five-year/unlimited kilometre warranty and like its BMW relatives, Minis don’t have a specific term for a service schedule. Rather, the servicing is ‘conditions-based’ meaning the vehicle will tell the user when it needs to be booked into a dealership.
A six-year ‘Service Inclusive’ package from Mini Australia will cost $3092 for the JCW, which is about $80 less than the BMW iX2 twin, but still not cheap.
Suzuki offers an industry-average five-year/unlimited kilometre warranty and roadside assistance.
Service intervals are every 12 months or 10,000km, while published basic capped-price servicing is available. In the previous model with exactly the same powertrain, prices started at $239 (years one and five) and reached as high as $429 (year four).