Used 2019 MINI Countryman Hybrid

You might not expect it from a plug-in hybrid, but the Countryman S E is quick. Zero to 60 mph came in a scant 6.4 seconds — even our slowest result was better than the best launch from a Cooper S manual. Thrust is impressive at any speed, with a slight delay from a stop before the engine kicks on.

In short, the brakes feel awful. You have to really dig in to bring the car to a stop from high speeds, while the pedal is super-sensitive at low speeds. Handoff from regenerative to mechanical brakes is harsh; the car crunches to a stop in the last 3 mph or so. A stopping distance from 60 mph of 140 feet is embarrassing.

The Mini's sporting intentions are evident from the moment you grab the thick-rimmed steering wheel. The steering effort is slightly heavier than in competing vehicles, and the Countryman feels quick and accurate to react to inputs. While stable at highway speeds, it's devoid of feel in turns.

The Countryman offers more fun than you'll get in most cars in this class, but it's best to think of it as a sporty alternative to small crossovers and wagons rather than a large Mini. It feels like there's more body roll than in the non-hybrid model, likely due to the battery's extra weight.

The Countryman leaves from a stop under electric power, with the engine kicking on imperceptibly soon thereafter. Shifts are similarly smooth. Selecting Sport mode sharpens throttle response noticeably. Cruise control smartly reduces the set speed when turning.

The side bolsters on our tester's sport seats are thick and supportive during hard cornering. But the seatback and bottom may be on the narrow side if you have a larger frame, which could prove uncomfortable. The standard seats may be a better choice if this is the case.

The ride is surprisingly comfortable, even with large 18-inch wheels and run-flat tires. It feels a bit livelier than you might expect from some competitors, but it's supple by Mini standards. Unlike other Countryman models, adaptive dampers are not available for those who want ultimate control.

There isn't much wind noise, and even tire noise is reasonably quelled. This hybrid quietly pulls away from a stop under electric power, then fires up the engine almost imperceptibly. Gear shifts are similarly seamless. But the three-cylinder engine doesn't sound very good at full throttle.

The automatic climate system was reluctant to increase fan speed when we tried to warm the cabin on a cool day. The heated seats aren't especially hot at full blast, but they get the job done when it's not too cold outside. The rear vents are appreciated. It's odd that temperature adjustment is in 2-degree increments.

Front controls are within reach, and the door and front armrests are appropriately sized (the front even has adjustable tilt). But there are too many odd elements throughout. There's no rear armrest, the lumbar knob is poorly located, and there's only a side sunshade visor for the driver.

The Countryman has a step-in height that's slightly taller than that of high-riding hatchbacks such as the Mercedes GLA-Class and the BMW X1, so you don't fall into the seat when you enter. That said, getting in and out isn't quite effortless since the large seat bolsters can get in the way.

Plenty of fore, aft and height travel ensures drivers of any size can find a good position. Getting to that position might be a challenge, though, since some manual levers are cumbersome to access and take a while to set up just right. Tall people might find the headrests are angled too far forward.

There's an abundance of headroom up front, even with the panoramic sunroof. Shoulder room is lacking due to the aforementioned seat bolsters. There's decent legroom and headroom in the back, and the front seatback is scalloped for extra knee room.

All windows are tall and wide, and there's even a large window in the rear three-quarters portion to eliminate blind spots. A standard rearview camera is nice but unnecessary given the ample window openings. A power bump on the hood makes it more difficult to place where the right side of the car is.

The inspired interior design and high build quality elevate the Countryman above the usual selection of compact crossovers and even give luxury brands a run for the money. Molded plastic on the upper door panels, soft-touch on the dash, and cloth on the door make it feel premium.

Every door has a large cutout split into two sections, each large enough to hold a bottle of water. Front occupants also can use a small tray in front of the shifter and a bin under the armrest. There's no fold-down center armrest in the back, which would typically house a tray.

The cargo area is wide and boxy, measuring 17.2 cubic feet, but it's small even in this pint-sized class. The Countryman has a liftover height that's a couple of inches lower than a typical crossover's. A case containing charging cords is clipped to the side of the cargo hold and further reduces usable space.

There are a pair of LATCH anchors on each of the outboard seats. They are easily accessed, located under clearly marked flip-up covers. There's one tether on the back of each portion of the 40/20/40-split rear seats. You'll have to pop the cargo door or remove the cargo cover to access them.

The Countryman's central display doubles as a touchscreen, but because there are so many icons, you're better off using the controller. The horizontal menu selections further make the case for the controller. The audio system produces clear, crisp sound but lacks some volume horsepower.

New models are available with Apple CarPlay, but our car was built before then. However, some apps, including Pandora, Spotify and Audible, are accessible through menus via Bluetooth. There are two USB ports in the front (none in the back) and a wireless charger under the armrest.

A rearview camera and rear parking sensors are standard. Our tester was also equipped with front sensors and an automated parking system. Park too closely to an object in front and the sensor issues an alert even if you're not in gear. There's a switch to turn this off.

Voice controls are excellent. The system recognizes natural speech rather than forcing the user to employ predetermined phrases. The navigation function can redirect to a similar house number if it can't find the one you want. Siri Eyes Free is available for iPhone users.

Powering the Classic front-wheel-drive Cooper is a turbocharged 1.5-liter three-cylinder engine (134 horsepower, 162 pound-feet of torque) matched to your choice of a six-speed manual or a six-speed automatic transmission. On the all-wheel-drive Countryman All4, the automatic transmission has eight speeds.

You get a lot of features with the Countryman, including 17-inch wheels, summer performance run-flat tires, automatic headlights, foglights, automatic wipers, heated mirrors, a heated windshield wiper system, roof rails, a panoramic sunroof, a rearview camera, rear parking sensors, push-button ignition, a leather-wrapped steering wheel, height-adjustable front seats, 40/20/40-split rear seats, simulated leather upholstery, ambient lighting, Bluetooth, a 6.5-inch display screen, and a six-speaker audio system with a USB port.

Our pick is the next-level Cooper S. It has a turbocharged 2.0-liter four-cylinder engine (189 hp, 207 lb-ft) mated to an eight-speed automatic transmission. It also gets 18-inch wheels, front sport seats and additional stability control choices. A six-speed manual is standard with all-wheel-drive models, with the eight-speed auto optional.

As opposed to the Cooper and Cooper S, all-wheel drive is standard on the next two models. The John Cooper Works (JCW) trim adds an even more powerful version of the turbocharged four-cylinder (228 hp, 258 lb-ft). The manual is standard and the eight-speed automatic is optional. Additional features include LED headlights, cornering lights, aerodynamic modifications, a rear spoiler, a sport-tuned suspension, keyless entry, aggressively bolstered front seats, cloth and faux suede upholstery, wheel-mounted shift paddles and selectable driving modes.

The Cooper S E is quite different from the rest of the lineup. Up front is the Cooper's turbocharged three-cylinder engine that drives the front wheels through a six-speed automatic transmission. In back, and driving the rear wheels, is an electric motor powered by a rechargeable 7.6-kWh battery pack. Mini says total combined output for the S E is 221 hp and 284 lb-ft. The EPA-estimated all-electric driving range is 12 miles. The Cooper S E's feature content is identical to that of the Cooper S, though selectable driving modes are standard.

Features added by the Signature trim differ slightly depending on model, but generally, it adds keyless entry, heated front seats, dual-zone automatic climate control, forward collision warning, adaptive cruise control, automatic high-beam control and touchscreen functionality. Cooper models get 18-inch wheels, while Cooper S and JCW versions get adaptive dampers and selectable driving modes. Choosing the Signature trim also opens the door to additional paint choices, interior dashboard appliques and upholstery choices.

The Signature's Premium package further adds power-folding mirrors, auto-dimming interior and exterior mirrors, chrome exterior trim, LED headlights, cornering lights, satellite radio and a 12-speaker Harman Kardon audio system.

The Iconic trim includes those upgrades, plus a power liftgate, power-adjustable front seats, leather upholstery, a navigation system and an 8.8-inch touchscreen. Cooper and Cooper S models get a choice of several 18- and 19-inch wheel designs, while JCW models get 19- or 20-inch wheels.

Some of the above options can be ordered separately. Additional stand-alone options include exterior and interior styling modifications, all-season tires and tinted windows.