‘NOT-SO MINI’ MINI COOPER S E COUNTRYMAN ALL4 OFFERS PLUGIN TECHNOLOGY FOR 2018
Maybe the first thing you might notice about the 2018 Mini Cooper S E Countryman ALL4 is that it isn’t quite so mini, and I’m not talking about just the name.
At nearly 170 inches long and with a wheelbase of just over 105 inches, it isn’t exactly reaching “maxi” standards, but it’s nearly the size of a Kia Soul (and with a longer wheelbase) and approaches the standard for classification as a compact rather than a subcompact vehicle as with some other Minis.
It seats five, offering decent legroom up front (40.4 inches) but slightly less in the back (37.6) because of the placement of the electric motor and its battery pack. And it lists cargo capacity as 15.9 cubic feet, which is a bit less than non-hybrid Countryman models but is adequate for most daily hauls.
The all-wheel-drive plugin is new to the Countryman lineup for 2018. The hybrid setup matches a 1.5-liter 3-cylinder with an electric motor for a combined 221 horsepower (134 from the gas engine alone) along with 284 pound-feet of torque.
That’s considerably more oomph than the other Countryman models (especially the base model’s 134/162) and results in a zero-to-60 mph clocking of 6.8 seconds, which is among the quickest any Mini has to offer.
This could be considered further evidence that a plugin hybrid with an electric-only mode doesn’t have to be a dullard when it comes to performance.
The only transmission available on the plugin is a 6-speed shiftable automatic, and it earns a 65 MPGe rating.
Though it has three different driving modes (Auto eDrive, Max eDrive, and Save Battery), which can be confusing, it’s a bit of stretch to call this an “electric” vehicle. Electric-only range is only up to 24 miles depending on the speed driven, and some sources report it at only half that.
With the gasoline engine kicking in seamlessly when the electric charge is depleted, however, the limited electric range is of no real concern. What is a concern is the somewhat small tank of 9.5 gallons, which means many fill-ups of premium fuel if you don’t keep the battery charged to let the electric motor contribute.
In addition to the hybrid-related driving selections you may also engage Sport, Mid, and Green modes to suit your desires. Green dulls performance, Sport jacks it up a bit.
The 2018 Mini Cooper S E Countryman ALL4 carries a starting MSRP of $36,900, which puts near the top of Mini’s price chart. The base Cooper Countryman starts at $10,000 less, however, and the Cooper ALL4 is still under $30,000.
The Cooper S and Cooper S ALL4 start just under $32,000. The John Cooper Works Countryman carries the biggest starting price tag of $37,900.
What I liked about the 2018 Mini Cooper S E Countryman ALL4: This is a fun car to drive and does so in style, with quality materials throughout the cabin. Seats are comfortable, though getting to the handle to adjust the front-seat backs is kind of tricky.
What I didn’t like about the 2018 Mini Cooper S E Countryman ALL4: The traditional ring at the top of the center stack is bit too much in-your-face for my tastes and provides a limited view for the navigation map. I know that ring been around a while, but enough is enough! The turn signal’s loud clicking and the chimes that greet you when entering can get annoying.
Would I buy the 2018 Mini Cooper S E Countryman ALL4? To repeat a common theme with me, I wouldn’t buy any plugin at this stage. I just don’t think this one offers enough electric drive miles to go through the trouble of going through the process of keeping it charged. Also, I’m not sure the $5,000 premium over the cost of the Countryman S ALL4 model is worth it.
BMW’S 5-SERIES GETS PLUGIN HYBRID
FOR 2018 WITH 530e iPERFORMANCE SEDAN
The BMW 530e is pretty much a smaller version of the BMW 740e that I reviewed a couple of weeks ago, and I have the same issue with the 530e, a new plugin hybrid for 2018, that I did with the 740e.
I just don’t “get” the infatuation with plugin hybrids that deliver minimal mileage on electric power only.
I was able to go a bit farther on electric power with the midsize 530e than I did with the full-size 740e, which seemed to be about a blink, but still not so much that it would be classed as a “fully electric” vehicle. I still couldn’t get a full round trip of just over 20 miles in electric mode with the 530e, though it did seem to have more range than the full-size 740e.
That may not be much of a fair test, but it doesn’t make all the hassle with plugging the car in overnight to get a full charge worth it, at least not to me.
Of course, if you can pony up $51,400 for it, a figure that can quickly rise to over $65,000 when options are added in, you probably can afford to install a 240 volt charging system at your home and reduce
That is especially when you also take into consideration just how the 2018 530e iPerformance sedan performs when the 2.0-liter TwinPower Turbo 4-cylinder gas engine kicks in.
Running in conjunction with the electric motor like a typical hybrid setup, it sends 248 horsepower and 310 pound-feet of torque to the real wheels, enough to move its 4,226 pounds from zero-to-60 mph in 6.1 seconds, according to company clockers.
Mated with a 6-speed automatic Steptronic transmission with paddle shifters, mileage figures are more than decent, too — 29 miles-per-gallon combined city/highway.
Plus, and this is the big thing, you get all the finer things typical of the 5-Series portfolio (the turbo 4-cylinder 530i, V6 540i, diesel 540d, and V8 M550i), which means lots of leather and wood and soft-touch materials and lots of technological features such as navigation with a 10.2-inch high-definition screen and Apple CarPlay (but not Android Auto; sorry).
The front seats are adjustable 16 ways and include 4-way lumbar support, and you can get upgrades for heating and cooling functions as well as massaging front seats.
Dual-zone climate control, a rearview camera, and a 2-way power moonroof also are among standard features, and the soft-close automatic doors are a nice touch.
The overall cabin is spacious with front legroom of 41.4 inches and rear of 36.5. Trunk space is significantly less on the 530e from what is offered on other 5-Series models. Max is 14.5 cubic feet compared to 18.7 on the 530i, the latter figure being among class leaders. But the backseat folds with a 40/20/40 split to open up more space.
The exterior features BMW’s distinctive kidney grille and LED headlights and fog lamps along with eDrive badging on the C pillars. The door sills also get eDrive lettering, and there’s an eDrive button on the console in case you need another reminder that this is a gas-electric hybrid.
What I liked about the 2018 BMW 530e iPerformance: The overall driving experience is what you expect from BMW. It more than lives up to the company’s billing as an “ultimate driving machine” even with the “politically correct” drivetrain. (That is what a friend of mine called the 740e, and I considered it too good of a description not to borrow it from him!)
What I didn’t like about the 2018 BMW 530e iPerformance: All the technology is nice, but can be overwhelming. At least the Germans seem to have dumbed it down a bit, but performing the simplest of tasks still take extra steps, which can be distracting.
Would I buy the 2018 BMW 530e iPerformance? Yes, and no. Or no, and yes. I love the overall vehicle and like that it is a midsize sedan over the full-size 740e, but I’m just not a fan of the plugin technology. One appealing thing is that the MSRP is low enough that when you take into considerations the tax credits you get for the electric technology, you likely will wind up paying less for it than for the base 530i.
