John Cooper Works, or JCW for short, adds spice, performance, and rowdy exhausts to the latest MINI Coopers including the largest of the lot, the Countryman. You can think of it as the M to BMW, or AMG to Mercedes. 

Equipped with the same 2.0-litre turbocharged four-cylinder engine as the Countryman S, power has been uprated to 312 horsepower and 295 lb-ft of torque, up 11 hp from the last JCW but it’s curiously down 36 lb-ft of torque, and three-tenths slower from 0-100 km/h (5.4s vs 5.1s). What gives? Perhaps the fact that this Countryman is significantly larger than the one it replaces, or that the new 7-speed dual-clutch gearbox can’t handle that much torque, along with packaging restraints from the standard all-wheel drive system. 

It makes sense, considering that Countryman rides on the same platform as the BMW X1 and X2, adopting Bavarian levels of rigidity and agility. On a positive note, the ride is supple and less taxing than the X1 M35i. High-speed stability is a significant improvement over the outgoing JCW as well. Even at turbulent speeds of over 120 km/h, the MINI does not weave sideways and remains rock-solid, settling quickly and confidently after negotiating bumps. At slow speeds, the JCW easily dismantles broken roads, and there’s enough chassis fluency here to call it comfortable.

Compared to the Countryman S, the JCW is more frenetic off the line. It revs with an eagerness not found in the S, and selecting the Go Kart driving mode reduces traction and stability control intervention, while also boosting the engine for added driver engagement. That being said, this MINI is not as raw as JCW models of the past.

The Countryman JCW is more docile and forgiving, and it has lost the corner-entry sharpness and corner-exit enthusiasm that made these hot-rodded MINIs so exciting to begin with. Skimming the surface instead of digging in, it offers drivers marginally less in return for their inputs. The steering is tense and determined but not as hyperactive or as excitable as before. Cornering limits aren’t nearly as high even though this JCW is a fundamentally better-sorted SUV, but it’s a more suitable car for the casual enthusiast looking for more fervour from their family carriage. More of a warm hatch than a hot hatch. Those seeking more performance should look to the BMW X1 M35i instead.

Some of that blame falls on the anodyne dual-clutch gearbox, which is quick and snappy but hesitant to shift when manually rowed via the cheap and flimsy paddle shifters, sapping some of the spirit and eagerness from the spectacular engine and chassis. That reluctance to manually downshift also results in a powertrain that seems out of breath and lazy when the throttle is applied. Bring back the outgoing, smoother, and more compliant 8-speed auto, please.

The exhaust still sounds good, more muted than before but more mature as well and suits the Countryman’s grown-up character. Burbles are emitted on throttle overrun via the exhaust and cabin speakers, and in Go Kart mode, these can reverberate heavily throughout the cabin, a nice touch that sets it apart from the S. 

Aside from its snorty vocals, it’s easy to spot a JCW from afar. Unique to the model are quad exhaust tips, a sculpted front hood, optional hood stripes, different 20-inch wheel designs, and a contrasting red roof that compliments the flurry of red accents throughout the cabin, of which there is only one interior spec available: black and red. So if you prefer a more colourful interior, you’re sadly out of luck.

The JCW seats are new and the integrated headrests lean forward but it’s easy to find a comfortable seating position with a steering wheel that telescopes and tilts a considerable distance (though not as flexible as BMW’s). The paddle shifters are unique, as are the red accents on the door panel and dash. 

From its overly bulky leather grips to the gold-coloured accents, the steering wheel is the star item of the interior. The bottom spoke is replaced by a decorative fabric strap, the leather wrap is perforated, and the buttons are not touch-sensitive haptic sensors like those found on Mercedes or Ferrari wheels. As a result, the buttons feel much more positive, engaging, and logical to use without taking your eyes off the road. 

There is BMW switchgear everywhere, which is impressive at this price point, from the window switches to the seat controls and flush door handles. Take a look at the new toggle bar located below the touchscreen. While the last generation of MINIs adopted airplane-style switches to make you feel like a pilot, here they have integrated a turn-key switch similar to those found on Porsches, a throwback to ignition start sequences that elevates the Countryman’s sense of occasion. Even the dashboard illuminates with different colours and patterns depending on the driving mode.

The rest of the cabin is cleverly packaged with a cubby box in the center console, complete with a pull strap to open it. The wireless charging pad receives an elevated dock for easy access and the center armrest no longer gets in the way of your elbow as you reach for the cupholders. Each layer feels purposeful and ergonomically designed, and the Countryman’s swollen dimensions have truly aided this goal.

The 9.4-inch frameless circular OLED touchscreen offers the latest MINI infotainment system and it’s suitably lag-free and responsive to touch inputs. MINI invested a great deal of time and money in designing a colourful and inviting interface for each menu screen, from the air conditioning menu to the driving modes, making each button press a pleasant surprise. 

Ergonomics was a large focus and we’re glad they did not resort to hidden fan vents with complicated toggles like they have in BMWs. To reduce clutter, it would have been a logical decision to implement volume control into the touchscreen, but there’s an actual volume dial here. Not so lucky for the temperature controls though, which can be cumbersome to operate.

Like the Volvo EX30 without a driver’s instrument panel, we were displeased by the fact that all main information was only displayed on the center touchscreen, forcing you to take your eyes off the road to access vital data and make touchscreen adjustments. There is a small head-up display but its size limits how much information can be shown at once. We accidentally knocked the signal stalk with our knees but didn’t realize it until we went to adjust the temp control and noticed the blinking green arrow.

Commanding a $11,000 premium over the S, it’s a surcharge worth investing in if you want more spice in your daily commuter. The JCW is an enticing and well-rounded package with its newfound road comfort, spacious cabin, and quality materials that wouldn’t look out of place in a mid-grade BMW, and it’s an inherently better product than the Countryman it’s replacing, but those that don’t need the added horsepower or shouty aesthetics will find more comfort and value in the S or electric models instead.

Specifications:

Model: 2025 MINI JCW Countryman ALL4
Paint Type: Legend Grey
Base Price: $56,990
Price as Tested: $59,985
Wheelbase(mm): 2,692
Length/Width/Height (mm):  4,433 / 1,843 / 1,656
Powertrain: 2.0-litre turbocharged four-cylinder
Horsepower: 312 hp @ 5,750 rpm
Torque: 295 lb-ft @ 2,000 rpm
Transmission: 7-speed dual-clutch transmission
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Economy (L/100km): 10.2
Tires: Pirelli P Zero Winter; 245/40R20