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New MINI Countryman Offers First 1.6L Combination of Twin-Scroll Turbo, Direct Injection and Variable Valve Management

The MINI Cooper S Countryman. Click to enlarge.

The new MINI Countryman—the fourth model in the family—is a crossover between the MINI and a Sports Activity Vehicle. The first model in the MINI range with four doors and a wide-opening rear lid, the MINI Countryman is entering the market with a choice of three gasoline and two diesel engines, all coming in the new generation of power units.

The power range extends from 66 kW/90 hp in the MINI One D Countryman all the way to 135 kW/184 hp in the MINI Cooper S Countryman. All engines fulfil the EU5 emission standard in Europe and the ULEV II standard in the US. The 1.6-liter four-cylinder gasoline engine in the top model comes for the first time not only with a twin-scroll turbocharger and direct fuel injection, but also with fully variable valve management offering a balance of engine power and fuel consumption.

All gasoline engines featured in the MINI Countryman come with fully variable valve management. Valve management adjusts the stroke and opening period of the intake valves within fractions of a second to the respective level of power required, with the camshaft acting on the valves through an additional intermediate lever, and not directly through the follower arm. The rotating point of this additional lever is adjusted infinitely by an eccentric shaft controlled by an electric motor.

Engine Options in the MINI Countryman
 MINI Cooper S Countryman MINI Cooper Countryman MINI One Countryman MINI Cooper D Countryman MINI One D Countryman
Engine Four-cylinder gasoline engine with twin-scroll turbocharger, direct fuel injection and fully variable valve management based on VALVETRONIC Four-cylinder gasoline engine with fully variable valve management based on VALVETRONIC Four-cylinder gasoline engine with fully variable valve management based on VALVETRONIC Four-cylinder turbodiesel with aluminium crankcase, common-rail fuel injection and variable turbine geometry Four-cylinder turbodiesel with aluminium crankcase, common-rail fuel injection and variable turbine geometry
Displacement 1,598 cc 1,598 cc 1,598 cc 1,598 cc 1,598 cc
Max output 135 kW/184 hp
@ 5,500 rpm
90 kW/122 hp
@ 6,000 rpm
72 kW/98 hp
@ 6,000 rpm
82 kW/112 hp
@ 4,000 rpm
66 kW/90 hp
@ 4,000 rpm
Max torque 240 N·m/177 lb-ft @ 1,600 rpm
(260 N·m/192 lb-ft with overboost)
160 N·m/118 lb-ft @ 4,250 rpm 153 N·m/113 lb-ft @ 3,000 rpm 270 N·m/199 lb-ft @ 1,750 rpm 215 N·m/158 lb-ft @ 1,750 rpm
Average fuel consumption 6.3 L/100km
(37.3 mpg US)
6.1 L/100km
(38.6 mpg US)
5.9 L/100km
(40 mpg US)
4.4 L/100km
(53.5 mpg US)
4.3 L/100km
(54.7 mpg US)
CO2 rating 146 g/km 142 g/km 137 g/km 116 g/km 113 g/km
Acceleration (1-100 km/h) 7.6 s 10.5 s 12.7 s 10.9 s 13.2 s

As a highlight of the MINIMALISM fuel efficiency concept, the MINI Countryman comes as standard and in appropriate combinations on each model with a range of features serving to reduce fuel consumption and emissions, among them Brake Energy Regeneration, Auto Start Stop, a gearshift point indicator, and on-demand management of the engine’s ancillary units. And as an alternative to the six-speed manual gearbox featured as standard, the gasoline engine models are also available with six-speed automatic with Steptronic.

As an option the MINI Cooper S Countryman and MINI Cooper D Countryman are available with permanent MINI ALL4 all-wheel drive, an electrohydraulic differential positioned directly on the final drive varying the distribution from front to rear in an infinite process. Under normal driving conditions up to 50% of the engine’s power goes to the rear wheels, under extreme conditions up to 100%. The MINI Countryman furthermore comes as standard with DSC Dynamic Stability Control, DTC Dynamic Traction Control coming either as an option or as a standard feature on the MINI Cooper S Countryman and the MINI Cooper D Countryman with ALL4, as well as an electronic limited-slip function for the front axle differential.



Very impressive. I wouldn't be surprised if the AWD version hits close to 35mpgs on the highway. This could be a very appealing vehicle.


Very good results specially with scaled down power. Not so good for the power boosted models.

It seems obvious that ICE machines need less power to operate cleaner. Electrified vehicles do not have that problem.


The benefit from turbo's comes from the downsizing. If you sized a turbo engine to match the NA 4 (probably around 1 litre) you would get much better fuel efficiency and much higher low end torque.


All these features cost money and can command a high price.

I suspect that the extra cost is small, and the price soon will be, even if the initial price must cover development.

The production cost in the long run (after reliability is ensured etc) almost has to be very minimal (like what do disk brakes add to the cost and price? Four wheel disk brakes, even.)

But I expect to be dismayed at the price they will ask, and can get, today.

As for downsizing, mpg (and performance of course) are mostly driven by hp, displacement is like VVT; not as big a driver as hp (and not cost free).


I'm assuming that this is not available in the US because they assume we don't want it.

Nick Lyons


According to Autobloggreen:

Unfortunately, U.S. buyers will only get the two more powerful gas engines in the Cooper and Cooper S at 120 and 180 hp respectively.



The Cooper Ds specs really look great. That torque # will make the #4 car feel just behind the #1 car.

Wake up beigeautospacklemakers! (You KNOW who you are)

fred schumacher

How is it that my 12 year old Plymouth Neon with 5-speed has managed 38 mpg overall in the 80,000 miles I've owned it, and the latest hot shot technology in a smaller car can't do better? This is the same gas mileage I was getting in my 1969 Simca 1204 GLS 35 years ago. We just seem to be treading water.

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