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Something funny happened after Michael and I finished our last podcast for BimmerFile. We started talking MINIs. And as we’re prone to do, we quickly started talking about future cars and the direction of the brand. What followed was the most efficient use of ten minutes possible to MINI fans. In short we break down when you’ll see the next generation MINI, what will be under the hood, and what will happen to the rest of the MINI range through 2015. IF you’re a MINI fan, you’ll not want to miss this one.

The current 1.6L MINI engine wasn’t quite born out of the strange bed-fellow partnership that the previous power plant was. The Tritec came to MINI from of Chrysler (where it was engineered and designed in Detroit) via Brazil (where it was produced). It just so happened that it turned out to be a robust and characterful power plant that suited the R50 and R53 rather well.

In comparison the Prince family of engines has quite the pedigree. Designed and engineered by key members of the same team that had just finished work on the famed M54 inline six BMW engine, the Prince engines introduced MINI to a number of new technologies. BMW even enlisted the help of the then BMW F1 team and some of their engineers when it came to a few key components within the JCW version.

Motorsports and the Prince engine started in 2008 with the updated MINI Challenge car. First shown in the summer of 2007 at MINI United (teased actually) the engine found under the bonnet was essentially a freer breathing version of the forthcoming JCW MINI. In JCW street guise the turbo four made 210 bhp. And while that was down on the Tritec JCW power plant (which made due with 211 bhp) torque was way up. In all it was the fastest MINI made yet.

But that wasn’t the end of the Prince’s motorsport involvement. Fast forward to 2010 when both BMW and MINI race cars debuted with the 1.6L turbo Prince under the hood. For the MINI this was in the form of the 300 hp WRC Countryman. However with BMW it was (surprisingly) in the form of a rear wheel drive 310 bhp, 310 lb-ft BMW 320 TC. Yes that means tranverse mounted 1.6L is turned sideways and mounted in typical BMW fashion (longitudinally).

BMW then went even further and put the revised MCS Prince engine (code named the N18) into the rear wheel drive F20 1 Series BMW. That engine (using the BMW code-name N13B16), is mounted transversely powering the rear wheels. It features two different tunes: the 116i with 136 hp and the 118i with 170 hp. The engine characteristics are slightly more refined to better suit the BMW brand.

What does all of this mean? For starters there will be a greater emphasis at BMW on developing the Prince family of engines in the years ahead. It’s also clear that BMW sees a bright and increasingly high performance future for some Prince engines. Last year the Cooper S turbo got a sizable boost thanks to BMW’s famous variable valve timing. Next year we expect that upgrade to extend to the current JCW power plant in the form of more power across the power-band. How much? Don’t be surprised to see the 2013 JCW (available in Coupe, Roadster, Convertible, Clubman and yes, Countryman) to flirt or even surpass the 220 hp mark.

Also under development (likely for 2014) is hybrid version of the engine that will likely make it’s way into the the Countryman and/or Paceman along with BMW’s own front wheel drive MINI based 1 Series.

Yes MINI is introducing a 1.5L 3 cylinder engine in the next generation MINI that will wow with it’s efficiency and performance. But it’s clear that the four cylinder Prince will continue to play a very important role for both the BMW and MINI brand on both the road and the track.

Official Release: Driving pleasure, premium quality and reliability guarantee the latest models from the BMW and MINI brands the highest acclaim in international automobile markets. That has been confirmed yet again in a recent study conducted by international market research firm J.D. Power. In its latest customer survey – the Automotive Performance and Layout Study (APEAL) – assessing satisfaction levels among North American new car buyers, the BMW 5 Series range, BMW X3, BMW Z4 and MINI Countryman emerged as winners of their respective vehicle segments. In addition, four more models from the BMW Group finished in the top three of their category. This tally means the BMW Group boasts the highest number of segment winners of all manufacturers in the latest APEAL survey.

Such excellent individual scores also boosted the overall rankings of the BMW and MINI brands, with BMW coming third in the latest survey. As well as the class-winners – the BMW 5 Series range, BMW X3 and BMW Z4 – the outstanding results of the BMW 7 Series range also contributed to this outcome. The luxury saloon not only came second in its segment but also claimed the second-highest individual score of all the vehicles involved in the APEAL survey, making it the top European model in the entire competition. The BMW 3 Series range and the BMW X6 also finished as runners-up in their respective segments.

The MINI brand likewise bumped up its overall results compared to the previous year. The main driving force here was the new MINI Countryman, which instantly took top honours in its vehicle class. The MINI Cooper also made it onto the winners’ podium, finishing second in its segment.

J.D. Power and Associates ranks among the world’s leading market research firms. Through its numerous surveys, the renowned institute regularly evaluates satisfaction levels among vehicle buyers in the main international car markets. The results of the latest APEAL study for North America are based on a customer survey carried out by J.D. Power on average three months after initial vehicle registration.

Head of Development at BMW Klaus Draeger has cleared up some questions around the new N37 3 Cylinder engines for Autocar. Yes they are bound for the UKL platform which includes the front wheel drive 1 Series and the F56 MINI. However BMW will not be producing a variant suitable for a rear-wheel drivetrain any time soon. That even means we won’t see the N37 on the rear wheel drive 1 Series either.

The powerplant, to be produced along-side the current Prince family of four cylinders at Hams Hall in the UK, will achieve the magical 95g/km of CO2 emissions that is so essential for the EU market. Additionally the engine should match the 54bhp-per cylinder rating of the recently introduced N20 2.0 liter four cylinder. That should mean a power output up to 160 bhp or around 155 hp.

You can imagine this 1.5L engine spanning outputs ranging from 90 hp to the current Cooper output of 120 hp. But what of the Cooper S? Will it use the3 cylinder and drop it’s output to around 160 bhp from 180? Unless there’s a bit weight reduction we can’t imagine that would be the case. Instead we’d expect the 1.6L four cylinder to remain in active service as the Cooper S and JCW engine for the F56.

What this means for the various front wheel drive BMW models remains a mystery.

It was my second stint on the track when it happened. A gentle lift of the throttle sent tail out and the JCW Coupe (with rear wing raised) gently drifted out and onto the rumbled strips on corner exit perfectly blending into the straight. It was that perfect track moment that sticks with you for days and week later. And it’s the kind of moment that defines the soul of the car like the Coupe.

More importantly it was exactly what I wanted and exactly what I expected the car to do. And no other stock MINI could have done it so easily and looked so good doing it. 

Since it was shown at the Frankfurt Motor Show in 2009, the MINI Coupe has reached almost mythical status among MINI enthusiasts and fans. It was a car that looked fast at stand still in a way no MINI had previously. Its design seemed to promise what many MINI (and even a few BMW enthusiasts) seem to be in constant search for; a faster, unique and (ultimately) exciting car that delivers more of the motoring experience we’ve all grown to love. From the coupe shape to the rumored lighter body, it all served to create a mystique about a car no one had seen much less driven. And now that we’ve seen and driven it extensively on the track, I’m here to report we were all wrong. 

The truth is that the Coupe’s benefits are much more nuanced than simply being lighter or faster. For one it’s actually heavier than the R56 hatch by about 45 lbs (due to a handful of reasons we’ll get to). And while it is faster, it’s not dramatically so (1-2 tenths 0-60 and it does 149 flat-out). 

So what’s the point? Why would you give up a couple seats of the standard hatch for so little gain? The answer is varied and not as straightforward as some would have hoped. This isn’t the Lotus Exige of the MINI family some had hoped for. Instead it’s simply an extension of the MINI family put in a sleek and sophisticated package with a different kind of versatility than the hatch. Yes it’s faster, slightly more agile with its own unique version of MINI’s famous handling traits. But at the end of the day,it’s quite close to the hatch on the track and on the road. 

No the Coupe isn’t head and shoulders better than what came before it. Yes it’s a little faster and perhaps a little more of a hooligan on the track. But that’s not what will get people to drop their jaws. That will happen when they see the finished car for the first time. 

It happened to me after spending a couple hours with the car on the track. We were led into a small (and hot) room littered with sketches, images and elements of the car on all four walls. And one other thing; a completely finished and finalized White Silver and Chili Red JCW. We were there to listen to Anders Warming talk about MINI Design and the elements that make up the family of MINIs. But all I wanted to do was get up and touch it, study it and take this new car in. From splitter to spoiler it pushes all the right buttons for a car that’s meant to be a personal styling statement. And it’s a bold statement that I immediately loved in person.

Styling aside, there’s a lot new here. The R58 Coupe is based on the R57 convertible and that means the Coupe gets the Convertibles extra bracing in the door sills and under the floor. Great for rigidity (especially with the extra roof the Coupe has over the convertible) but bad for weight. Additionally the Coupe gets a pretty serious brace where the rear seats would be that spans the width of the car. With this extra bracing it easily qualifies as the most structurally rigid car MINI has ever produced and one of the most rigid cars sold today. But totaled up this makes the Coupe about 45 lbs heavier than the hatch. And it’s the added bracing that makes up the majority of the extra weight.

Additionally MINI has added further pedestrian impact safety into the front of the car (more specifically around the bumper) to comply with 2013 EU laws. Finally the movable rear spoiler adds about 6kg (13 lbs) in the rear of the car. 

Models

MINI plans to offer four models starting with the 121 hp Cooper Coupe (awkward isn’t it?). Next in the chain is the 143 hp Cooper SD (n/a in the US) and the 181 hp Cooper S. Finally book-ending the line-up will be the JCW which (despite rumors) features the same engine it’s had since the 2009 launch. But we’re not ready to call that a disappointment. With 208 hp and the best character of any engine in the line-up since the GP we’d have a hard time not opting for it if we were also considering a Cooper S. 

On The Track

We had two full stints in the R58 Coupe at Austria’s Wachauring to fully get a feel for the car. Within seconds of the pace car pulling off I was into a high speed sweeper with the tail out thanks to a liberal dose of lift-off oversteer. Lift oversteer is a result of weight balance shifting from the front to the rear while corning. With the weight distribution moved slightly forward and the suspension set-up altered the JCW Coupe we tested with the sport suspension showed a propensity to oversteer on lift like no other MINI I’ve ever driven since perhaps the GP.

Granted it’s not a trait that should surprise any R56 owner who’s been at the track. That car has the same tendency. But with the Coupe’s stiffer body shell and revised suspension set-up it’s more prevalent. And it makes things nothing if not exciting when you push the car to the limit. In fact afterwards in the paddock, a few journalists and I had a lengthy debate whether or not that much lift oversteer was a good thing. In my mind an experienced driver will love it and appreciate. But it could catch-out a few unexperienced drivers on narrow canyon roads. Either way it’s insanely fun on the track.

While MINI engineers have clearly dialed it into the car, they’ve been very careful not to allow for too much fun. I could drift the car into and sometimes out of a corner, but never felt out of control. Even with DTC completely turned off (and no electronic aids on) the Coupe never really seemed to get flustered. 

Speaking of DTC, it’s worth noting that MINI has slightly revised dynamic traction control to be more aggressive and allow for more slip before intervening. It’s much like what BMW M does with its own version of DTC. 

All test cars were JCWs with the factory sport suspension but all three (standard, sport and JCW suspensions) are available on all four models of Coupe. However each suspension on the Coupe is slightly more aggressive than the equivalent on the hatch. While MINI didn’t divulge every detail we did get out of them that the rear anti-roll bars are 1mm larger on the Coupe versus the hatch. Additionally the Sport suspension felt slightly more aggressive than the hatch’s set-up in terms of damping. 

And for what it’s worth nothing confused the press on hand more than how MINI allows the mix and match of every kind of suspension with every kind of car. Every one of the representatives of the major US car magazines was a bit baffled as to why the JCW didn’t come with the JCW suspension as standard. Granted I also gathered from most of them (and I agree) that the JCWs we tested with the sport suspension felt like a great combination of aggressiveness without being too punishing.

Through the high-speed corners the movable rear wing also helped reduce lift by 40 kg. This, combined with the new more aggressive front splitter, reportedly keeps the car less nervous at high speed and allows for better control at the limit. 

Could I feel the difference with it all? Is the Coupe really better than the R56 at the track? In my limited experience I would say yes. It’s got a slight weight disadvantage when put next to an R56 without a sunroof but it felt slightly agile, more playful and ultimately more MINI-like. The fact that the defining characteristic on the Coupe on the track was lift oversteer makes this car inherently more interesting. I can imagine throwing a JCW suspension on the car would button it up just a bit further and give you even more control at the car’s limits in the corners.

Whats New

One of the most talked about additions to the Coupe since we saw it at Frankfurt in 2009 is the movable wing. It’s the first time a wing like this has shown up on any BMW product. And as cool as it looks, it was born out of functional need. As mentioned the wing reduces lift on the rear axel by 40 kg or almost 90 pounds. It also helps reduce turbulence that is a by-product of the short rear window with air first flowing through the roof mounted spoiler onto the larger wing. 

Both spoilers were created in BMW’s new wind tunnel and are considered so crucial to the performance of the car that, if the wing doesn’t move up at 50 mpg for one reason or another, the car won’t allow DSC to be fully dis-engaged. 

You can flip the wing up at any time below 50 mph via toggle switch near the dome lights (ironically the same place you would have put the roof down on a convertible). It’s a cool trick and one that owners will love seeing in the rear view mirror. It also really completes the look of the car – especially with the optional stripes. 

Speaking of stripes, MINI has done a few things that will define the look of this car no matter how you spec your Coupe. Most importantly MINI will only offer the Coupe with a contrasting roof in either black, silver or red (for JCW). The only exception will be the Coup in Midnight Black which will be available with a body color Midnight black roof. Otherwise MINI wants this car’s roof to define its look. 

After seeing the final car un-camouflaged I tend to agree with them. I couldn’t quite put my finger on why the camouflaged cars at the track weren’t that impressive to me. It wasn’t until I saw the finished product that I realized the roof design of the Coupe completely defines this car and helps give it an entirely unique character. 

Along with the contrasting roof, MINI will offer what they’re calling sport stripes. For years in the US MINI world they’ve been known as ‘viper’ stripes. What’s interesting about them on the Coupe is that they alternate in color as they go from hood to the roof and back down to the boot. If you have a White Silver and Chili Red JCW you’d have Chili Red stripes on the hood that turned white on the roof and then back to Chili Red on the boot. It’s surprisingly effective and, when combined with MINI’s white array of colors, should give the Coupe another visual calling card. 

Inside MINI has a few new additions. Lounge Toffee seating will be the exclusive interior color for the Coupe. It’s the same color seen in several special edition cars over the years and should look great in combination with green, white or even any of the silvers. Also new (whether it was exclusive was unclear) was a new black leather ‘Punch’ seat. It’s essentially black sport seat with stripes of punched holes in the leather that allows another layer of white to show through. 

Another addition is the polar beige trim being offered in the center of the doors. This serves to add a bit of brightness to what will likely be a pretty dark and sporty interior.

Along with that theme MINI will only offer the anthracite headliner on the coupe along with black doors. Similar to what BMW does with their sportier cars, MINI wanted to cut down on glare and any driver distractions in what many will view as MINI’s sportiest offering. 

While the Coupe loses two seats it gains a huge amount of storage space with a total of 280 liters compared to 160 in the hatch. AdditionallyMINI has provided a pass-through (essentially a 170 cm square through the extra bracing that was added) to allow for skis or other long objects. And for those who are curious, yes you can fit a golf bag in the Coupe.

There’s even some space between the front seats and the bracing for a laptop bag. 

One major concern since the concept was unveiled has been headroom. Thanks to two large recessed ovals in the headliner above the driver and passenger there was a surprising amount of room. I’m 6’ 2” and I likely had another four inches above my head as I sat in the driver’s seat. 

Beyond the obvious, there are a couple changes on the outside that are worth noting. The car has been slightly lengthened thanks to a more aggressive front splitter on the Cooper S and the JCW. Also new is a set of 17” wheels that will be available across the range. 

Pricing and Launch Dates

MINI will be officially pricing the Coupe in the coming days. They reiterated to us that the price will fall between the hatch and the convertible for each of the models. 

And while we didn’t get details on the standard spec, one thing was hard to miss. Yes the JCW aerokit will now be standard on R56, R57 and R58 JCWs starting with the 2012 model year. And on the Coupe it looks even better with the exclusive more aggressive front splitter. 

MINI will launch the R58 Coupe worldwide October 1st 2011.

Why Should I Love it or Hate it?

In its current form MINI Coupe isn’t the new GP. That may come. But for now it’s just a new iteration on the same formula so many of us love. Albeit one with a few twists.  

Are the twists worth it? Does the styling work for you? Does the formula of two seats and bigger boot make sense? Ultimately for most it won’t. Like the Z3 M Coupe or even the GP there will be too many compromises to make most of us ever seriously consider it. And that’s by design. It’s meant for a person with a specific mind-set or perhaps in a particular place in their life. Whatever the circumstance it’s the owner that’s meant to make the compromises and not the car. And the result is low volume and a car that will achieve cult status years down the road.

Do we love it? I’m a bit relieved to say I (for my part) do. After a couple of stints on the track and some quality time with the finished product my expectations have been exceeded in every way. Yes there were some surprises and even a few disappointments (the weight clearly falls into that category) but the car exceeds at delivering what the concept promised.

It may not be as light or even as fast as some of us had hoped. But it’s everything a MINI already is, with a bit of swagger thrown in.

Ever wonder if an electric car could really work in your daily driving routine? Take heart, a recently released study from UC Davis and BMW Group found that the MINI E met the daily driving needs of 90% of the trial participants. The study also found that 95% of participants drove fewer than 80 miles in a given day. In terms of commuting and even general errand running, this isn’t particularly surprising, but the results are noteworthy because of most people’s so-called “range anxiety.” Read the full summary after the jump.

[Official Release] The University of California, Davis and the BMW Group today released the largest publicly available study of electric-car users ever conducted – including over 120 families who drove the fully electric MINI E automobile more than 1 million miles in California, New York and New Jersey from June 2009 to June 2010. The report shows that the participants found the cars to be fun yet practical, easy to drive and recharge, and many said they would buy an electric car in the next five years, according to UC Davis researchers.

As battery electric vehicles (BEVs) enter the commercial marketplace for the first time, the results of this year-long study by the UC Davis Plug-in Hybrid & Electric Vehicle Research Center provide valuable insight into new ways that consumers value BEVs.

Through online and telephone surveys of the participating households, and diaries and in-person interviews with a subset of more than 40 households, the UC Davis MINI E research team examined user behavior, infrastructure use, costs, environmental benefits, and other aspects of electric driving.

Among the key findings of the study are the following:

• 100% of respondents said BEVs are fun to drive and practical for daily use
• Respondents said the MINI E met 90% of their daily driving needs
• 71% of respondents drove fewer than 40 miles/day; 95% drove fewer than 80 miles
• 99% of respondents said home charging was easy to use
• 71% of respondents said they are now more likely to purchase a BEV than they were a year ago while only 9% said they are less likely.
• 88% of respondents said they are interested in buying a BEV or plug-in hybrid electric vehicle in the next five years

By the end of the lease period, MINI E drivers overwhelmingly thought that the electricity for charging their BEV should come from renewable resources such as solar, wind and hydropower, and were strongly opposed to using coal to generate electricity for their vehicles.

The UC Davis study is part of a whole set of studies being conducted by the BMW Group on electric vehicles, which includes research in China, Germany and the U.K.

Compelling combination of “clean and fun”
UC Davis Plug-in Hybrid & Electric Vehicle Research Center director Tom Turrentine said the study highlights three new and potentially significant ways that drivers value BEVs. First, the MINI E meets drivers’ desire for a vehicle that is both environmentally friendly and fun to drive. Drivers loved the vehicle’s quick acceleration and quiet operation.

“What we heard over and over again in our interviews is how fun it was to drive. That’s in part because it’s a MINI and in part because of the feel of electric drive,” Turrentine said.

Second, drivers find value in using electricity as a fuel and in mastering their individual energy use through efficient driving behaviors. “The combination of limited onboard energy and extreme efficiency make BEVs the premier appliance for people to experience energy use,” says Turrentine. Additionally, the drivers learned to appreciate the car’s powerful regenerative braking function, which returns energy to the battery and allowed them to drive using a single pedal for acceleration and braking.

Third, drivers like to develop their clean driving territory. “Drivers start talking about the MINI E as a special way to explore their region. They of course can go anywhere in their gas car, but they like to talk about where they can go in their MINI E,” Turrentine says.

“Range anxiety” not a big issue for experienced MINI E drivers
While range is often held up as a limitation of BEVs, the MINI E’s range of around 100 miles was acceptable to most drivers most of the time. “We found that households adapted their driving around the capabilities of the vehicle and even explored ways to maximize the use of the MINI E,” said Turrentine.

By studying the MINI E drivers’ usage patterns and need for range, researchers were able to determine that strategic placement of charging stations could allow drivers to reach most of their desired destinations using a BEV that has a range of 90 to 100 miles. Most charging occurred at home, at night, and 99% of respondents said home charging was easy to use.

BMW Group prepares 2nd phase of its EV strategy with BMW ActiveE
“The MINI E studies are extremely valuable for us as they show that electric cars are already today offering an attractive mobility solution to a broader spectrum of customers. While reducing the tail pipe emissions to zero, the MINI E provides the fun that users expect when driving our products. The results of the UC Davis study have a direct impact on the development of all BMW Group electric vehicles to come,” says Ulrich Kranz, head of project i, BMW Group. “BMW Group now is developing the next generation of full electric cars, with the BMW ActiveE test fleet coming into the market in 2011 and the series production BMW i3 following in 2013.”

The all-electric BMW ActiveE will be available in select US markets beginning in late 2011, for a two-year lease at $499/month, with a $2,250 down payment. Details can be found at www.BMWUSA.com/ActiveE. Join the growing conversation about the future of mobility at www.BMWActivetheFuture.com.

Over the last one to two years a handful of automotive publications (including MotoringFile & BimmerFile) have been reporting that BMW intends to share platforms and engines going forward. And while we’ve known for some time the generalities of the plans, we’re starting to get a much a much better view of the future.

For starters BMW intends on using a common platform to underpin up to a dozen cars for both the MINI and BMW brands. UKL as it’s known internally will handle all front and all wheel drive small car needs for BMW and MINI in the years ahead. In fact there are some that believe UKL will even be used for the next generation 1 Series after the F20 – yes that means a front wheel drive 1 Series. But that’s getting ahead of ourselves. Let’s talk about BMW’s first steps with the new platform.

BMW Group Board Member Ian Robertson has confirmed 6-9 new cars in a recent interview:

We want to grow in the premium small car and compact segment with the BMW and Mini, “explains Ian Robertson, BMW board member for sales and marketing, told the industry magazine CAR PRODUCTION.

The logical step is therefore the extension down to a compact car family called UKL (lower compact car) that there is currently not in BMW and Mini. To close this gap, Robertson announced a product offensive. “We think about six to nine new vehicles based on this architecture UKL So a product family that our position in the arena of small and compact cars will expand massively. “Whether or not including a van to the model of a Mercedes A-Class are, the BMW manager replied: “We have analyzed in great detail, where is still room for more models.

The first step will happen in late 2012 when BMW will release the 3rd generation MINI. Codenamed the F56 and replacing the R56, the three door hatch will sport completely new interior design (with improved interface design) and an evolution of the MINI exterior design language. Perhaps most importantly, there will be the new technology and powerplants. BMW will debut it’s new range three cylinder engines in the F56 that will ultimately go on to power much of the (approximately) 12 forthcoming UKL based models.

Shortly afterwards will come the BMW version of the F56. Known internally as the 1001 the car will be offered in three and five door variations that will offer the same space and general performance of the F56 MINI. So how will BMW be able to actually give each car it’s own character? Reportedly BMW feels confident that software, design and marketing will be enough to make them each unique. This is clearly the big hurdle that we all question can be overcome.

From there MINI will be going on to release the convertible and then the next generation Clubman on the UKL1. Ah yes, sources are now telling us that the next generation Clubman won’t be based on the current Countryman platform but actually the five door hatchback front wheel drive BMW. But don’t worry, the barn doors will stay.

For those about lose count of what’s coming, it gets in murkier. The Paceman (essentially the Countryman Coupe) will make it’s way to showrooms in 2014 based off of the current Countryman platform.

And then things get really interesting. Reportedly BMW intends to stretch the UKL to underpin the next generation BMW X1 and Countryman around the 2016 and 2017 model year respectively. Yes the X1 will go front wheel drive in standard form.

2017 will also see the production version of the MINI Rocketman. According to several sources (including this month’s Automobile Magazine) MINI may even go slightly smaller with the Rocketman getting very close to the original Mini’s length of 120 inches. At this time there are no plans for a BMW city car of similar stature.

Reportedly on the drawing boards but unconfirmed by our sources are a BMW and MINI ‘sports activity tourer’ that will offer the most space and versatility on the platform. What they will ultimately look like we haven’t the foggiest.

By 2018 BMW intends on rounding out the decade with the next generation MINI Coupe and Roadster based on the UKL. And alongside the much rumored BMW Z2 front wheel drive roadster. The Z2 will finally bring an affordable roadster to the BMW range. Although how it will market it alongside the MINI Convertible and MINI Roadster is yet to be determined.

Finally there are several rumors (and at least one of our own sources) that are pointing the UKL serving as the basis of a front wheel drive 1 Series. Yes that would mean the F20 would be the last rear wheel drive 1 Series before the car moves over to what many BMW enthusiasts would consider the dark-side. However for those who doubt BMW’s prowess and building successful and sporty front wheel drive cars, just look at the last ten years of the MINI brand.

There are other rumors but things frankly get a little too murky for our tastes to report yet. However suffice to say BMW intends on leveraging everything it can to combat VW, Audi and Mercedes over the next decade. And with lighter, more efficient (yet power engines) combined with a flexible and very high-tech platform, they stand a fighting chance.

Photo courtesy of Auto Bilde

Autonews.com has a few new details (more confirmations than anything) on the upcoming range of 3 cylinder engines. For some background BMW will be releasing a family of 3 Cylinders in the upcoming 1 and 3 Series along with the next generation MINI. The engine will use twin-scroll turbo technology first seen by BMW on the Prince series of MINI engines currently found in all MINI models. But the 1.5L 3 Cylinder will produce as much power with substantially more efficiency as compared to the current 1.6L four cylinder MINI engine.

Marketed as TwinPower, the technology is coupled with direct gasoline injection and fully variable Valvetronic valve management for a thoroughly efficient yet powerful package. Look for the first in the series of new engines to be released with the new 1 Series this fall. From there look for it to go into the 3rd generation MINI and then the BMW 3 Series F30 (all in late 2012).

We expect power to range from 120 hp to 180 hp in the 3 cylinder range and (as we already know) up to 240 hp in four cylinder trim.

The title says it all. BMW will launch the highly anticipated new sub-brand on Monday. We’ll be in Munich later in the week to talk with BMW about plans for both the new sub-brand and the future of MINI.

For more background on the Megacity project read our full report here.

The world’s oldest and most distinguished design award was called into being in Chicago in 1950 by the architects Eero Saarinen, Charles and Ray Eames and Edgar Kaufmann Jr., and is presented to this day by the Chicago Athenaeum and the European Centre for Architecture, Art Design and Urban Studies. For six decades now, this coveted prize is conferred on designers and manufacturers for particularly innovative and visionary products, concepts and ideas that reach beyond the bounds of ordinary product design. Not the least of its aims is to raise public awareness of contemporary design and related sustainability issues.

The selection of award winners is based on the criteria of function and aesthetic as originally laid down by Saarinen and Eames, and is complemented by an environmental stipulation for sustainable design, in keeping with the times. In 2010, an independent jury of design experts and architects made their selection from a record number of submissions from 37 different nations, and picked out more than 500 product and graphic designs to receive the GOOD DESIGN Award.

The MINI Countryman is the most expansive interpretation of the MINI design language. As the first MINI to feature four doors and measure more than four metres in length, the MINI Countryman’s typical MINI design leaves no doubt as to its kinship with the brand. Within the product family, the newcomer stands out with its striking exterior that features faintly pentagonal headlights, a new-style “helmet” roof and three-dimensional, vertically aligned rear lights. The interior design likewise accentuates the practicality and robust character of the MINI Countryman.

The design of the new BMW 5 Series Sedan eloquently translates the vehicle’s attributes into an authentic formal language.

Exuding sheer presence and stylish elegance, the Sedan’s design expresses its premium quality and outstanding ride comfort, while its sporty handling is reflected in the dynamic lines of its body and an overall look suggesting athleticism. The superlative aesthetics of the new BMW 5 Series Sedan are further embodied in its perfectly balanced proportions and precisely finished details.

The highly dynamic design of the BMW S 1000 RR displays its racing bike heritage in a frank and authentic manner. Its flat and sportive front-end design features the hallmark asymmetrical BMW headlight arrangement that reiterates the look of the endurance racers (24-hour events).

The BMW Concept 6 design study persuaded the jury with its highly contrasting composition: while the lower half of the motorcycle reveals its mechanical underpinnings, the sensually tactile surfaces invite some close interaction with the driver. The two levels are fused by an organically designed air flow system.

The unique quality of BMW Group Design has been repeatedly recognised in the past by the GOOD DESIGN Award. In 2008, for example, the award went to the BMW 3 Series Convertible, the BMW 1 Series Coupé and the MINI Cooper S Clubman, as well as four BMW motorcycles. 2007 saw the new BMW X5, the BMW 3 Series Coupé, the new MINI and a further three BMW motorcycles win the GOOD DESIGN Award. And it isn’t the first time the BMW 5 Series Sedan has been crowned: its outstanding design won over the jury of the internationally renowned red dot awards in 2010, secured the coveted iF Product Design Award in 2011, and – with the 2011 Design Award of the Federal Republic of Germany – captured the country’s most prestigious prize for exceptional product design.

No this isn’t the first time we’ve read an official press release on this topic. But now BMW and PSA feel compelled to talk a bit more about their plans. However while some of these goals in may sound a bit lofty, what’s really happening here are two companies coming together to share a hybrid powerplant. More specifically we believe the powerplant will be based on the four cylinder Prince engine (we’d guess the Cooper model). BMW and PSA have tasked two of their largest suppliers (Bosch and Getrag) to carry out the engineering and design of the hybrid system.

We expect the first fruits of this agreement to show up in Countryman and Countryman based models around the 2014 model year. For the BMW brand look for this to find its way into the 1 Series GT (Countryman based of course) around this same time frame.

Official Release: The BMW Group and PSA Peugeot Citroën have decided to enter into a new phase of their collaboration, by signing an agreement to set up a 50-50 equity joint venture named BMW Peugeot Citroën Electrification. The agreement was signed on February 1st by Norbert Reithofer, Chairman of the Board of Management of BMW AG, and Philippe Varin, Chairman of the Managing Board of PSA Peugeot Citroën. In October 2010, the two companies had signed a Memorandum of Understanding designed to expand their existing cooperation to hybrid systems.

BMW Peugeot Citroën Electrification will focus on developing and producing hybrid components, including battery packs, E-machines, generators, power electronics and chargers, while also developing software for hybrid systems. Joint research and development, production and component purchasing will leverage significant economies of scale for both companies. First and foremost, this initiative of BMW Group and PSA Peugeot Citroën aims to develop standard hybrid components for the electrification of their vehicle ranges. Its goal is also to create an open European platform on those technologies that will help the European industry to structure itself in the field of hybridization. To that extent, the joint venture will both integrate suppliers by outsourcing development work and could sell hybrid components to other companies beside its two shareholders.

Subject to approval by the relevant competition authorities, the joint venture is expected to launch its operations in the second quarter of 2011. The new hybrid components will equip both partners’ vehicles from 2014 onwards.

The joint venture’s management, as well as the rest of its workforce, will be drawn from employees of both companies. Additional external staff will also be hired. The key management positions will be equally shared among the two companies. Wolfgang Güllich, currently responsible for BMW Group’s Purchasing Strategy, will be appointed Chief Executive Officer of BMW Peugeot Citroën Electrification, and Jean Leflour, currently Director Customer Satisfaction and Quality Planning at PSA Peugeot Citroën, will be appointed Managing Director.

“This cooperative venture will enable us to achieve significant economies of scale in the field of electrification. It also represents an important step on the road to sustainable mobility,” said Norbert Reithofer. “With this joint venture, we are sure to develop and expand our expertise and to build a European leader in the field of automotive hybrid innovation,” noted Philippe Varin. The BMW Group and PSA Peugeot Citroën have been successfully cooperating on engines for several years, building together more than 1.8 million units from 2006 to 2010. In February 2010, the two companies agreed to develop the next generation of their jointly designed 4-cylinder petrol engine, which will also meet EU 6 requirements. The joint engine is currently built into a number of MINI, Peugeot and Citroën brand models.

As we broke in our interview with MINI USA Product Manager Vinnie Kung, MINI has axed the idea of bring diesels to the US market. But in talking about that decision a few things became clear about MINI & BMW’s four cylinder strategy given that the two will be sharing cars in the years ahead.

But first a quick recap. MINI will clearly be without a diesel in the line-up in the US. MINI USA had planned on bringing over the Cooper D for the 2010 model year as early as 2007. The plan was to use the engine without urea injection until 2015 when new EPA rules would go into effect. However the 2008 worldwide economic collapse brought some unfortunately realities to BMW and all non-essential projects were cancelled.

Fast forward to 2009 and MINI USA was once again ready to get started selling diesels. However a new problem emerged when the EPA moved up a key date for cleaner emissions and thus urea injection became a mandatory. MINI USA investigated the idea and talked to everyone with the design and manufacturing process. The answer wasn’t pretty. The cost would be staggering considering the body in white would have to be altered to make room for the urea injection system. Once again the plan was shelved.

As an official press release and spy-shots suggest, MINI is partnering with Getrag to produce a hybrid powertrain. We know literally nothing about this power plant. But what we can logically guess a few things:

• It will be a plug-in hybrid given industry trends and a few sources
• It will likely be featured in the larger models (like the Countryman) in the MINI line-up due to the extra components needed. In fact we’d be surprised if it was featured in anything BUT Countryman based models. Knowing that BMW is currently planning it’s own Countryman derivative there’s little question we expect the Roundel attached to this engine as well.
• Because of the last bullet we look for this to be based on the 120 hp four cylinder Cooper engine from the current MINI generation.

Fast forward a few years and we could be seeing Hybrid Countryman based crossovers across the MINI and BMW lineup along with three cylinder MINI hatchbacks and convertible all getting around or over 50 mph on the highway (while being even quicker than today’s cars). And that’s not to even mention the new MINI City car coming around 2015 and the BMW iSetta premium electric range coming. Not a bad future in our minds.

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The Z4 M Coupe. Is a new one coming? We break down the rumor and talk about engines and timeframe. Then of course we turn to the 1M. Yes we’re tired of the strip tease but we’re not tired of hearing about the car. We talk about the enormous modding potential that the engine and beefy drivetrain make possible as well as the rumored 12.12.10 debut.

We then move onto BMW racing in 2011 and some changes for the driver line-up and the elimination of the WTCC factory team.

Finally we talk about the change at MINI Design with head of BMW exterior design Anders Warming replacing the much love Gert Hildebrand. What does it mean for MINI and BMW? All questions we wonder ourselves.

Looking at the words MINI Connected you might immediately think of BMW’s ConnectedDrive technology. While both use the car’s infotainment interface, they couldn’t be further apart. Where BMW’s ConnectedDrive uses the built-in Edge connection in some BMWs, MINI Connected uses the 3G data from your iPhone to power a myriad of updatable features. And according to our sources, it’s also a good bet that it we’ll see something like it in future BMWs. Because of this we thought an early look at the MINI version was in order.

It all started with that simple iPod connector that debuted in 2003 in BMWs and MINIs. The idea of connecting technology from outside the car and allowing it to power the infotainment center in the dash. Fast forward seven years and MINI has finally taken a giant leap with MINI Connected.

In fact leap isn’t even the right word. In reality Connected is a watershed moment in automotive technology for the simple fact that it takes software development out of seven year automotive cycles. And equally important it introduces app like mentality that allows for software development to focus on new features that are built on robust platform. That means MINI can tailor the Connected app and your car’s future functionality for whatever comes next in the world of technology. What’s going to be hot in 2013? We have no idea. But in 2013 MINI can update MINI Connected and have it there ready for you.

Or you can also think of it this way; Connected allows MINI related functionality to be driven by your iPhone and then displayed on MINI’s new gorgeous hi-res display all while being controlled by the center joystick. It takes the phone out of your hand and makes the car the interface for your life.

At the recent press launch of the 2011 MINI range, we had a chance to walk-through MINI Connected with BMW Senior Engineer Robert Passaro (one of the lead engineers of MINI Connected). Robert not only talked us through each feature but gave us some background on the technology and why it was built. The idea (as mentioned above) is all about decoupling the car from the technology.

But we’ll let Robert walk you through the system. Here’s a quick video of Robert and myself going through Connected. (video after the break)

It was interesting to hear from him first hand about the MINI Connected delay for the US market. The official reason is that MINI was waiting to finalize the additional features (listed below) before they brought the option to their largest market. MINI didn’t think Connected was as compelling as it needed to be with just we radio, RSS and Twitter.

For the record here’s the current list of features on the European app (which will be updated when the US version comes out):

• Web radio
• RSS news reader
• Twitter client (with auto populated tweets optional that know location, temp and time)

And now here’s the full list of features that the US app will have (combined with the list above):

• Google local search
• Google send to car
• Dynamic music (creates music based on your driving and what your doing (ie turn signal, acceleration, cornering)
• “Minimizer” (tells you how to optimize the way you drive for better efficiency)
• (original feature) Web radio
• (original feature) RSS news reader
• (original feature) Twitter client (with auto populated tweets optional that know location, temp and time)

(The following story was compiled with the help of Herr26 and MotoringFile)

BMW’s small car strategy is key to the automakers future success. Based on-going research BMW is expecting premium segment growth to primarily occur in small city car’s , C-Segment Compact class, the D-Segment Small Sedan class and the small-mid sized SUV class.

Based on this BMW have invested in these three segments more than any other over the last few years. For the small City Cars it will be a three way attack with both the MegaCity vehicle, small BMW and the MINI. The C-segment is the 1er and D-Segment will be the 3er. Since the eruption of the global financial crisis one pattern discovered is that in most cases especially for BMW is that owners were downsizing. That means instead of buying the new 5 Series they’re looking at a 3er and instead of an X5 they’re looking at the X3 etc.

It is this line of thinking that has prompted BMW to invest in smaller vehicles. But beyond that BMW’s research has also shown that people will want/expect more functionality out of their cars and would want various concepts to suit their requirements.

Because of this the next 1 Series will follow the 3 Series with four different body styles. Especially with it’s flexible backbone structure BMW will create two new 1 Series variants with the F20 generation; Z2 in Coupe and Roadster (rumors suggest these have been green-lit but BMW executive) and the 1er Gran Turismo and Compactive Sport Tourer (which are in final feasibility studies). Beyond these BMW is also investigating several other concept for a late lifecycle release.

The F30 3 Series will add a Gran Turismo model but BMW is also researching other concepts such as a Gran Coupe, Shooting Brake and Advanced Sport Tourer.

The MegaCity vehicle (likely using the sub-brand iSetta) will initially arrive as a five door four seater , followed by a three door two seater. If they prove successful BMW will then move on to a small Activity Vehicle as well as a Micro-Sports Car and Roadster.

With MINI BMW have successfully grown a one car brand into a four car line-up. But they’re not stopping at four. With the launch of the MINI Coupe next August and Roadster in March of 2012, MINI is aggressively filling out niches within the brad. And as we’ve reported on MotoringFile previously, MINI is also investigating other models such as a Megacity based city car (rumored to be named MIN-i) and the long rumored MINI progressive activity vehicle nicknamed the SpaceBox. And now with the strong public reaction to the MINI Beachcomber concept, BMW is considering creating a three door off-road coupe based off of the Countryman.

Because each of these cars are heavily based off a donor platform (either a 1 Series, MCV or Countryman) they are projected to be very cost effective. Each car would share engines, powertrains and technology making for a easy way for BMW produce new products quickly and cost effectively.

One example of this is the MINI Coupé scheduled to be released in about a years time. While the car was made possible by using a donor platform (the R57), MINI recognizes that it must have a unique feel and even better handling than the standard MINI. The idea is to make it the most nimble and chuck-able new MINI ever. Think of it as the 1M of the MINI world.

Big show tonight. We invited our good friends from Whiteroofradio (the MINI podcast the is arguably the most popular independent automotive podcast on iTunes) to talk BMW and to talk BMW vs MINI. It’s a throw-down and I think it’s pretty clear who the winner is at the end.

We also talk BMW news. The 1M of course followed by some diesel talk (if you want to know what the next diesel BMW NA is bringing, listen), our 550i review and of course we talk about the new Frozen Grey Edition M3.

But what about the new front wheel drive BMW and how it relates to MINI? We dive into this with the WRR guys and talk about the challenges BMW is going to have sharing a chassis and engines.

Finally there’s the 24 Hours of LeMans. Not BMW’s finest hour and we dissect what happened and why.

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Our favorite public insider source Scott27 has spilled some details on the three cylinder engine range we’ve reported on as the basis of the next 1 series and MINI line-up. While there’s no surprising details (we’ve already published a first hand account of driving a MINI with the new engine) there are some details leaked.

As expect the engine will also find its way into the X3 and then the 3 Series (eventually the X1 as well). So what should we expect? The new three cylinder will be part of a range of engines utilizing a new common 500cc per cylinder design while also making use of direct-injection and turbo-charging. The combination will create s surprisingly powerful yet lightweight mill that should dispel what we expect out of three cylinder engines.

First the version will show-up in late 2011 in the next generation 1 Series hatch. From there the new F30 3 Series sedan will then get a version following by the X3 shortly afterwards. But it’s the 1 Series and MINI that will benefit most of this new range. As we’ve previously reported BMW (and MINI) will be bringing several version of the new 3 cylinder to market along with a few larger (and surprisingly powerful) direct-injection turbo-charged four cylinders.

The idea of using 500cc per cylinder in future BMW/MINI engines which will rise from the 1.5 three cylinder all the way up to BMW’s largest V8s. The ultimate goal being is to save resources in engine development costs and engine production.

The MINI Countryman has a lot on it’s broad shoulders. Not only is MINI expanding into a new market but it’s an entirely new model for the still very small brand. In fact this is truly the first new MINI that BMW has ever created. The hatch, the convertible, the Clubman, they’ve all been done before. The Countryman on the other hand is entirely new, and in turn risky.

The risk is all about the brand and performance. Does a four meter long MINI go against everything MINI stands for? Or is this a new age when the idea of size becomes more of an ideal to grow a brand by? Then there are the questions about performance. The MINI is successful not only because the way it looks but the way it drives and feels. Can a larger four door MINI possibly achieve levels of performance that the R56 or even the R55 enjoy?

We’re going to answer all those questions and more but first let’s take a step back and talk about the essence of any car, it’s engine. And in this case it’s not only the Countryman we’re talking about but the entire MINI range since the updated powerplant and transmissions found in the R60 will be part of the 2011 facelift for the R55, R56 and R57.

Engines and Transmissions

The upgrades to the Prince line (available outside of North America since March 2010) are substantial and all revolve around smoother operation, higher efficiency and more power.

First the Cooper. The R60 Cooper has 122 hp up two from the previous configuration of the naturally aspirated Prince engine. Yes it’s just a slight increase but there are a lot of changes under the surface. The naturally aspirated 1.6L gets a new map regulated oil pump that adjusts pressure and volume based on needs of engine (and not just engine speed as before). It results in a 3% fuel savings and allows for the whole system to heat quicker in cold weather (due to it not engaging in cold starts when it’s not needed).

The MPG ratings haven’t been released yet but expect the Cooper to reach 34 mpg on the highway – matching or exceeding every hybrid crossover on the market.

Even more impressive is what MINI have done to the Cooper S. Yes there’s more power, but lets focus on efficiency first. The R60 MCS will reach the same 34 mpg (not a typo) on the highway thanks to a more substantial upgrade. In fact CO2 levels go from only 140 gm to 143 despite the turbo and the extra 60 hp. The MCS sees all the same updates that the Cooper gets but with the major addition of fully variable valve train (Vanos as BMW calls it) along with refinements of friction point throughout the engine. The result is an increase of around 10hp for approximately 182 hp (final US figures are forthcoming).

Vanos gives the Cooper S the ability to rev quicker, deliver more power yet achieve better miles per gallon. A win win by all accounts.

When I spoke with the MINI engineer that lead the development of the revised engines, he noted that all of these additions to the range are patented and will only show up in the MINI range. I probed a bit more and he expanded on the relationship with PSA a bit. For one BMW handles all development separately and in fact PSA is only in charge of purchasing components. All Prince engines are assembled in the UK at Hamms Hall with only the block coming from France. Additionally he pegged the ratio of British to French parts at around 80/20.

And that cold start issue? It’s eliminated with the new engine. For the sake of the MotoringFile reader I continued to press him a bit and he let slip that the issue was caused by a production problem from a supplier. However problems with current engines have been rectified with a fix sent to dealers earlier this year according to the engineer.

How is this new power translated to the road you ask? It was impossible to feel the difference in acceleration (and power) between a 2010 Cooper S and the 2011 Countryman Cooper S with the new engine simply because of the added weight the R60 carries. However I could detect a difference in the eagerness of the car to rev and some subtle changed to the clutch and shift feel.

The transmissions also see some substantial revisions on the 2011 models as well as the Countryman. The Countryman features unique ratios and a taller shift lever but aside from that all changes carry over to the 2011 models as well.

The biggest upgrade is the entirely new clutch that is now self adjusting. This provides a more consistent pedal feel and we’re told should be a little more robust than the previous version. The flywheel is now a dual mass unit that adds a bit more comfort in regards to smoothness and sound. Also new are carbon based shift cables that add an even smoother feel and should last the life of the car.

The result is gearbox that feels even more slick than before. While it lacks the positive feedback of some of the better BMW gearboxes, it’s certainly a step up from any of the competition (I’m looking at you VW) and a noticeable improvement over the previous system.

The six speed automatic is also upgraded in several key ways. The biggest change comes with a system called neutral control. At idle (with your foot on the brake) the auto equipped Countryman (and any other revised 2011 MINI) will subtly de-couple from the previous engaged gear. Once you lift off the brake the transmission re-engages with the previous gear. The net result is a subtle gain in efficiency. In sport mode this system is off for optimized (and more immediate) acceleration.

Another improvement in the auto is stop and go detection which can tell when you’re in stop and go driving and change the shift program to stay almost entire in 2nd for smoother operation.

ALL4 – MINI’s First All Wheel Drive System

MINI’s first all-wheel drive system (marketed as ALL4) is a tour de force of technology rarely found on small crossovers. The system allows up to 50% of torque to go to the rear wheels when the system detects front wheel slip (any more wouldn’t make sense from a weight distribution prospective). However under cruising conditions (on a highway for instance) the ALL4 equipped Countryman is entirely front wheel drive.

There are some notable differences between ALL4 and xDrive that should be mentioned. First ALL4′s control unit is fully integrated into the DSC unit and thus transfers data much faster than a typical set-up (thus reacting to conditions faster). It works by a small clutch in the front detecting wheel slip and engaging the rear driveshaft. Unlike xDrive it’s a simple (read ingenious) system that doesn’t use complex electronics. The system (pictured above) is made by GKN and is entirely patented.

In its entirety ALL4 adds 70kg (154 pounds) to the Countryman’s weight. The option is only available on the Cooper S and the Cooper D due to the torque that is necessary.

Driving The Countryman Cooper S (manual)

Our test cars came equipped in every combination along as you like Royal Grey Cooper S with a manual transmission and the standard suspension. MINI’s idea in this was to show what the average specification would on the fastest model. There were two tracks set up for us. The first was a relatively slow speed course that involved a completely saturated slalom course and a semi-wet skid-pad. The second was a partially wet full track experience that gave us a full view of the Countryman’s dynamic’s in an unforgiving environment.

So here it is. My chance to rip the Countryman apart for being overwrought and overweight. When it was first announced no one here hid their feelings of disdain for the idea of a MINI crossover. Why? It was against what we all knew the brand to be. But more than anything it was an affront to the performance mind-set that so many of us have when it comes to these small cars. And yet I’m sitting in Munich after just driving a pre-production R60 trying to conjure up the adjectives that best describe how shockingly good the car really is.

No the R60 MINI Countryman doesn’t have the same eager turn in or the quick reflexes of a R56 MINI hatch. It’s steering rack is very slightly slower than the R56 and it’ll be always slightly dulled due to the extra weight. The incredible thing is, with four doors and 3,000 lbs, it has 85% of those magical reflexes you’d find in the standard MINI. As any MINI owner can tell you having 85% of MINI’s performance is about 50% more than any other crossover currently on the market. In fact the crisp turn-in and the general performance leaves it very close to Clubman territory.

On the track the Countryman surprised with a level of steering and brake feel that seems just off what the R56 delivers. It’s confident and crisp with its initial turn-in in a way that blows all expectations away of what a small crossover should feel like. Granted the combination of the standard suspension and 3,000 curb weight combine to make the R60 a little less than what the R56 delivers. While the optional sport suspension (designed to be aggressive in the Cooper and even more aggressive in the Cooper S) does drop the R60 1cm we’d hope that either an optional JCW suspension or an aftermarket set-up would drop it even further.

In short this is the best handling crossover currently on sale. It’s that good.

Yes the standard suspension can wallow a bit, but then again MINI has created the standard set-up to be everything to everybody. It’s good enough to ride compliantly to Starbucks every day yet still perform adorably on a track if needed.

Here’s the best part; you can four wheel drift this MINI all day long. Granted well timed brake input and damp roads help greatly. The key (and why this is so interesting) is that the drift can be held while power is applied through the corner. It’s a MINI first and a great trick to pull-off with anyone in the car.

So, does the R60 deliver in all the ways a MINI should on the road? While I only got a chance to drive the car on the track (the road tests come this July) my initial answer would be a resounding yes. The R60 Countryman is astounding in its ability to change direction, produce feedback and generally perform in a way that you’d expect out of a MINI.

Exterior Design

Exterior design is always subjective. When you’re dealing with a brand with so much heritage, it can be a herculean task to create a new shape within the context of a new model range. However, that’s exactly why the Countryman is so impressive. In this vehicle MINI has both departed and embraced the visual language that they have so carefully crafted over the last 10 years.

The Countryman departs greatly from the R50 and 56 MINIs with its entirely new design for the headlights.The new shape accentuates the grille and the height of the front the car in all the right ways. It’s such a considerate design in so many ways because it allows you to notice shapes, angles and design nuances around the front of the car that are quite subtle. So subtle in fact that it’s probably unlikely they’ll all reveal themselves to you in photos. Just trust us, they are there.

The Helmut design seen in the coupé is here and in this case emphasis the rear doors and helps breaks up the would be expansive roof.

Around the side MINI has established a new side grille to further show-off this MINI’s new found height.

As you walk to the back you start to see the sculpting that has been done to the rear fenders. This is a first for MINI and is meant to speak to the “All4″ drive drivetrain that is optional for the car. Also a nice touch is the flare on the lower portion of the doors. The rear lights are extended from the body for two reasons; first a nod to the original MINI and second to help airflow over the rear of the car.

Wheels from the factory will range from 16″ to the 18″ on the optional Sport Package on the Countryman Cooper S. 19″ will be available from the accessory catalog and will likely be marketed under the JCW brand. For those wondering, the wheels are not interchangeable with BMW 5 lug wheels and obviously not the current 4 bolt. MINI has created an individualized bolt pattern for the Countryman that will not allow for a swap from a BMW X1 to the Countryman for instance.

Around back MINI has finished the Countryman with simplicity in mind. Save for the unfortunately faux rear vents just behind the rear wheels, there’s little ornamentation on the car. Yes that enormous MINI logo acts as the handle for the hatch much like the current BMW Z4 or the VW Golf. All together the design emphasizes the width and overall size of the R60 and speaks of the interior volume

Perhaps the best aspect of the car’s exterior design can be found in the shark nose. It’s an aggressive and masculine design that gives the car a unique character while mapping back to the historical MINI form language. Yet it also works on a functional level helping with airflow and pedestrian impact standards.

In fact a functional reason for a particular design can be found in pretty much every nuance of the car. As is customary with Mini and MINI, the design team strove to make function relate to design on every level.

Interior

Inside there is a blend of the current R56 interior design with some important deviations. MINI has created a refined version of what we know currently and it is certainly not out of the question to expect some of this new direction in the R55/R56/R57 refresh coming shortly. The material quality is decidedly a step-up from the R56 family of products and the ergonomics is a definitive improvement. While the center stack still confuses with it’s radio layout, the buttons and the backing plastic look noticeably better than the R56.

The new hard drive based navigation is a revelation with it’s quicker reaction, more intuitive menu design and crisper screen. In fact it’s a must have in my book for not only how it functions but how it looks.

However, the biggest interior feature of the MINI Countryman (beyond more space) is the new rail system. With the MINI rail you can add and subtract different components depending on your needs. Want an armrest? Easy, snap it in and position where needed. Need an iPhone holder? MINI will surely have that covered. What about different devices? The beauty of the system is that MINI can offer a array of options depending on what you need. In the US the split rail comes standard (with rear seat passthrough) but the full rail will be optional.

Conclusions

MINI has created the best handling and characterful small crossover in the world. While doing that they have pushed the MINI brand into a new category while maintain the character of what we’ve all come to love. However, that said, pricing will still play a significant role in the success of the R60 Countryman and in the US market no final pricing decisions have been made at this time. If the base price of the Countryman Cooper comes in at under $25,000 as we expect then it’ll be a full-on success. With that price it’ll compete with the more mundane crossover options while delivering in expectational performance, style and fuel economy all with a brand that still (even after introducing a crossover) means something. If the Coutryman does all those things then MINI has succeeded in pushing MINI (with brand attribute surprisingly intact) into a new, more lucrative and much larger market.

Look for more in-depth articles on the engine, design and some of the untold stories around the Countryman’s development in the coming weeks.

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