Author: ATH

That base engine is a 1.5-liter turbocharged inline-3 that makes 134 horsepower. It’s tasked with carrying more than 3,500 pounds with all-wheel drive, and it predictably runs out of ideas quickly. A 6-speed manual is standard equipment, although a 6-speed or 8-speed automatic can be fitted for more money on front- or all-wheel-drive versions respectively.

The next step up is a 2.0-liter turbo-4 in Cooper S Countryman models that makes 189 hp and can dash up to 60 mph in 7.2 seconds. Like the base engine, a 6-speed manual is standard on front-drive models while an 8-speed automatic is optional on front-drivers and standard on all-wheel-drive versions, which Mini calls ALL4.

John Cooper Works versions are on the top of the pile for the Countryman and feature a 228-hp version of the turbo-4, which is standard on the BMW X1 (and earned our extra point there). Unlike the BMW, the JCW Countryman is fitted as standard with a 6-speed manual or if you must, an 8-speed automatic. All-wheel drive is the only option on JCW versions and it’s better for it; it helps keep the power manageable.

The Countryman uses Mini’s tuning magic and MacPhersons up front to deliver a sharp drive that’s as close to the Cooper as the extra 1,000 pounds will allow. It helps the Countryman feel smaller than its big body would indicate.

Mini’s ALL4 all-wheel-drive system can shuttle power between the front and rear axle in less than a second, operating nominally as a front-driver until slip is detected. It’s a slick system that reduces parasitic loss with a hang-on clutch, although we’d hesitate to take the Countryman any further than a muddy field.

Mini Cooper S E Countryman ALL4

Unlike the Cooper, the Countryman boasts a plug-in hybrid version that is a first for Mini. It takes the turbo-3 and mates it to a 65 kw (87 hp) electric motor and 7.6-kwh battery for a combined output of 221 hp. Interestingly, Mini’s hybrid power system doesn’t supplement the engine; the electric motors power the rear wheels exclusively and help out up front, which makes it a through-the-road hybrid system.

The plug-in hybrid version is clearly the heaviest version, given its battery pack and rear electric motor, and while it’s still decent to toss around, it’s hardly in the same league as the basic Mini Cooper hardtop, especially with the 3-cylinder engine.

The Mini Cooper S E Countryman All4, to give it its full title, works well as a hybrid Countryman but Mini is quite upfront about marketing it as a high-mileage crossover you don’t ever have to plug in if you don’t want to. That will infuriate electric-car fans, but the 12-mile EPA-rated range is at least realistic, unlike the ratings on BMW models with less powerful electric motors.

On the road, with charge in the battery it will accelerate away from a stop electrically, if not as fast as on engine and battery combined, and hold all-electric power all the way up to highway speeds if you pay attention. We suspect many buyers won’t bother. The engine is small enough and so well noise-suppressed that we had to listen for the sound of it switching on, and the added noise was more of a whir from somewhere beyond the firewall than the predictable hybrid howl of a small and overstressed engine.

The Malibu L is mainly a fleet special, meaning it was designed to be ordered by corporate and municipal buyers. Those meter maids and insurance sales people who wind up in one will find a basic audio system, cruise control, and power windows and locks but little more. The Malibu LS runs around $1,500 more, money that buys a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto capability, 16-inch alloy wheels, a rearview camera, and Bluetooth connectivity. It’s not lavish, but it’s not missing much, either.

The Malibu LT goes further with LED running lights, heated exterior mirrors, 17-inch wheels, an eight-way power driver’s seat, and a few more goodies. The LT offers a few option packages that bundle goodies like a larger 8.0-inch screen, a wireless charging pad for Qi-equipped devices, leather seats, heated seats, Bose audio, automatic high beams, forward collision warnings with low speed automatic braking, and more. All told, the sweet spot is probably an LT with the Driver Confidence Package and the Convenience/Technology Package. That puts a mid-level Malibu well under $30,000.

Topping the lineup is the Malibu Premier, which is the only way to get the Malibu’s 2.0-liter turbo-4 engine. It’s well-outfitted with leather upholstery, 19-inch alloy wheels, and Bose audio, but it can be further upgraded with one of two safety packages. The Driver Confidence group adds automatic high beams, park assist, and low-speed automatic emergency braking. The Driver Confidence II group adds to that an electronic parking brake, adaptive cruise control, and full-speed automatic emergency braking.

Chevy considers its Malibu Hybrid to be basically an LT for about $2,750 more. Its specifications mirror the LT, as do its extra-cost options.

Notably, Chevy offers built-in navigation on any Malibu with the 8.0-inch screen for a hair under $500, which is quite reasonable. But given that most drivers these days will have an Android or Apple smartphone, the CarPlay and Android Auto capability on all but the base Malibu L may negate the need for navigation.

We’re smitten with both the 7.0- and 8.0-inch screens, however. They are both low glare units with intuitive menus and quick responses that put them toward the top of their segment.

In practice, it’s not an especially great car to drive, but don’t let its ho-hum feel overshadow its impressive powertrain. (Read more about how we rate cars.)

A T-shaped lithium-ion battery resides between the driver and passenger and under the rear seat. It’s an 18.4-kwh unit supplied by LG Chem. Should the driver deplete the battery, a 1.5-liter inline-4 gas engine under the Volt’s hood quietly kicks on and effectively turns the Volt into a hybrid rated at 42 mpg combined. Its electric powertrain is rated at 149 horsepower and torque stands at a solid 294 pound-feet.

That setup delivers power exclusively to the front wheels; both motors can power them together or one can drive the vehicle while the other is used to recharge the battery. The gas engine can clutch in and out to assist the electric motors if the Volt determines that it’s the most efficient setup at that time. What’s most impressive is how transparently the Volt’s drive system operates; unless you’re looking at its status screen, you’ll probably have no idea how many different situations are going on underneath.

Those power figures don’t necessarily indicate how immediate the 2018 Volt’s acceleration is. It’s not jarring, but it delivers seamless grunt as soon as the accelerator is pressed. With a full load up a mountain grade, the Chevy Volt won’t win a drag race; it runs out of steam rather quickly. But with 0-60 sprints around eight seconds, the Volt is about average for a smaller car with a 4-cylinder gas engine.

We’ve driven Volts hundreds of miles in full hybrid mode; it’s easy to forget that the gas engine is running since it’s so silent and it turns this Chevy into a terrific highway companion thanks to limited wind rush and excellent straight-line stability.

Most owners will make use of a 240-volt Level 2 charging station, which tops off a depleted battery in about 4.5 hours. There’s no DC quick-charging available with the Volt, but that’s probably not a big deal for most owners since the gas engine is there for longer trips. If a 120-volt outlet is the only one available, it’ll take nearly half a day to fill up the Volt’s battery, however.