Countryman 2017 Long-term test - 2

Just three months ago the new MINI Countryman arrived in town. Now there's one parked in the long-term test vehicle garage at motoring.com.au.

The good news is the Countryman is genuinely roomier than before, and is no longer limited to transporting families of jockeys.

Naturally the Countryman is a lot bulkier than a Clubman, a Cabrio or one of the hatches, but it's an agile little devil by the standards of rival SUVs boasting similar external dimensions. As with all UKL-based MINI models, the Countryman holds on like a leech in the corners.

With the power of a 2.0-litre turbocharged petrol four-cylinder driving the front wheels, torque steer is inevitable, but the steering is nothing like as wayward as expected. Yes, turn into a bend over a crest with the power applied and the wheel will tug a bit. But there's none of the crazy wrenching of the wheel which was a signature trait of MINIs from the past.

The drivetrain is a strong match for the rest of the Cooper S Countryman's running gear. Trumpeting a traditional carburetor-fed sound, rather than something more in keeping with its turbocharged induction system, the Countryman in this state of tune is fun but refined as well. Despite the abundant torque in the mid-range, there's no cause to hold back revving the engine to redline. Performance is basically linear right from 2000rpm up.

At redline, whether in manual mode or not, the very clever automatic transmission will change up to the next gear without delay. It's also adaptable enough to shift back to a lower gear on downhill runs, without intervention from the driver.

Dynamic drive set to 'Sport'
In 'Sport' mode, the Countryman sets the transmission shift points higher in the rev range and beefs up the steering, which is direct anyway, but with added weight it's also highly communicative. On a trailing throttle, the Countryman can be enticed into a predictable oversteering stance, but, with power on in a corner, the Countryman will also hold the line rather neatly. Even on the exit from a tight hairpin – with foot all the way to the floor – the Countryman will get the power down with barely any incipient slip or wheel spin.

And, like a lot of better-fettled small cars, the Countryman feels astoundingly safe as it approaches the limit of its adhesion. It tells you loud and clear, as the tyres begin to protest, it will take a bit more pressure, and the point of no return is quite clearly delineated.

The brakes are really strong and capable, with plenty of pedal feel and assistance. In combination with the hard-riding suspension, the copious power (delivered instantaneously), the adaptive transmission and clairvoyant steering, the brakes are part of a great driver's package.

But, as much as the Countryman is fun to drive at speed on a winding country road, the small SUV is also effortless to drive in town – by virtue of the same mechanical elements. The ride quality, which will bounce driver and passengers around on country bitumen that's been repaired once or twice too often, will readily absorb the sort of smaller bumps and holes experienced on suburban streets.

While you can stand on the brake pedal for maximum retardation, in the city and suburbs the Countryman will also slow to a halt gently, for the comfort of the passengers.

And the powerhouse performance of the engine is best characterised as: torque everywhere in the rev range on light throttle openings, and power when you need it with a prod of the accelerator. All of which translates to relatively undramatic acceleration away from the lights. In any sort of environment or circumstance, the Countryman is an easy car to drive. And only the driver decides what's beyond his or her skill set.

Applying the Comfort factor
Out on the open road, the Countryman generates a little wind noise, and there's some tyre noise prevalent at lower speeds on coarse-chip bitumen surfaces. Even at 1600rpm (in top gear and in ‘Green’ or ‘Normal’ modes), the engine is a subdued aural presence at 100km/h. It's a little less subtle at around 2300rpm in ‘Sport’ mode for the same speed.

The Countryman rides better and the steering is lighter if the drive mode is switched from 'Sport' to 'Green', which is MINI's take on BMW's ‘Eco-Pro’ configuration. Although it does dampen the Countryman's performance, it also helps keep the fuel consumption below 10L/100km.

After a few days in my possession, the Countryman’s fuel consumption was hovering around 9.6L/100km, according to the trip computer. Seems like a lot perhaps, but it’s not too far removed from a diesel Mazda CX-3 I tested just over a month ago.

A few 'safety' features which overlap on the comfort/convenience side of the ledger are the speed limit sign recognition feature, the brilliant headlights – with very responsive high-beam assist – and the Countryman's forward-collision alert with pedestrian detection. On a couple of occasions, the speed limit sign recognition system was confused by school zones, where 40km/h limits apply during school drop-off and pick-up times. At least the system opted for the safer, lower speed limit applicable.

The high-beam assist was right on the money and dipped right on cue every time a car approached from the other direction or the Countryman entered a built-up area with street lighting.

And the forward-collision alert system worked exactly as its label suggested it should. There was no ear-piercing klaxon, just a large, red visible graphic illuminating in the dashboard to alert – but not alarm - the driver there was a hazard ahead. Of particular note, the system ignored cars parked by the side of the road, but activated when a driver of one pick-up took half a step out onto the road as the Countryman approached.

Anarchic controls
In the driver's seat, the Countryman was familiar MINI ergonomics writ large. About the worst criticism I have of the seats in the Countryman is they may be a bit narrow around the bum for some drivers. Against that, the bolstering will hold fast the occupant right up to the point where the car's fighting some serious g forces. Yet the seats aren't so snug that it's difficult settling into them or climbing out. And they are also supportive enough for comfort over long-distance touring.

Control placement is on the cusp of annoying. I'm still not a fan of the so-called fuel gauge, but I am getting used to it. With the steering column rake adjustment and the seat squab set right for me, the steering wheel rim still chops off the speed calibration around the top of the dial. The starter button is a toggle in the centre fascia, and it took a while to locate the two demister buttons, but at least the power window switches are in the outboard armrests these days.

Whether or not you like SUVs, or consider faux-off-roaders like the Countryman to be a travesty, there’s little denying they’re a triumph of design where packaging is concerned. Most ride high enough above the road for easy entry and exit and the boot floor is about right for loading groceries or other goods without stooping or struggling. Both qualities are true of the Countryman, and MINI’s own SUV is quite roomy in the rear for not just kids, but grandparents too.

If you can embrace MINI’s retro style and have the cash to splash, there’s so much going for the Countryman.

2017 MINI Countryman Cooper S pricing and specifications:
Price: $51,750 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 141kW/280Nm
Transmission: Eight-speed automatic
Fuel: 6.5L/100km (ADR Combined)
CO2: 149g/km (ADR Combined)
Safety Rating: Five-star ANCAP, 2017

*Options fitted:
>> Cross Punch leather in Carbon Black – $1700
>> Dynamic Damper Control – $700
>> MINI Yours sports steering wheel – $200
>> Multimedia Pro Package – $2400
>> Roof and mirror caps in white – no cost option
>> Tyre pressure monitoring – $250

Related reading:
>> MINI Countryman 2017 Review
>> MINI Countryman: Video Review
>> Audi Q2 v MINI Countryman 2017 Comparison

Long-Term Tests
motoring.com.au aims to make your vehicle selections easier. Our editorial team does so via a mix of news stories, international and local new model launch reviews and comprehensive seven-day tests.

From time to time we also take the opportunity to spend extra time with a vehicle. Previously these longer-term tests could have been as short as a couple of weeks, but recently we’ve settled on a three-month period as indicative of ‘normal’ ownership.
Long-term tests give our staff writers and contributors the opportunity to get to know a car like an owner. While the car is with us, we pay for fuel and servicing, wash it frequently, have different passengers on-board, and generally use and live with the car as a new owner would.

We believe long-term tests give prospective new car buyers a deeper insight into the vehicle on test, but also the qualities behind the brand and nameplate. The extended period in our garage also allows motoring.com.au to touch base with various dealer networks.

Not surprisingly, manufacturers tend to have a love-hate relationship with long-term tests. Three months can be sufficient time to fall out of love with the latest and greatest, and start to nit-pick — just like real owners do.