GWM Cannon Alpha vs Mini 5D Hatch

What's the difference?

GWM got the jump on its rivals by being first to offer full-hybrid 4x4 ute technology. However, double-digit fuel consumption in the real-world will disappoint those conditioned to expect low single-digit economy from hybrid powertrains. And its relatively small payload rating could also be an issue for some, particularly tradies. Even so, for such a sharp price, its refined performance, lavish luxury, five-star safety, 3500kg towing and reassuring warranty represents compelling value for money.

The Mini Clubman JCW is quirky in a lot of the right ways, and now has a hard-charging engine to up the adrenalin factor. If you were already sold on the idea of joining the Clubman club, this one will steal your heart more than any other.

Our test vehicle has a traditional body-on-frame chassis design and its suspension also follows convention with twin A-arms/coil-springs up front, a leaf-spring/live axle under the tail, four-wheel disc brakes and electric power-assisted steering.

It rides on a 3350mm wheelbase and is 5445mm long, 1991mm wide and 1924mm high, so it’s larger than its premium Cannon XSR sibling in key dimensions including wheelbase (120mm longer), length (6.0mm longer), width (33mm wider) and height (6.0mm taller). So, if you want a ute that's larger than the Alpha, the only alternative is a full-size US pick-up.

It has a 13.0-metre turning circle and off-road credentials include 224mm of ground clearance, 800mm of wading depth and 28.5 degrees approach/19 degrees ramp breakover/23 degrees departure angles.

Looks are subjective of course but we reckon it’s a handsome machine, with styling that appears to draw inspiration from US trucks with its bold and imposing grille design, nicely balanced proportions and generous servings of chrome, satin chrome and polished alloy highlights.

The spacious and opulent leather-accented interior might be a bit fancy for tradies carrying crews to and from worksites but there’s no denying its visual appeal, from bold woodgrain dash and door-trim inserts to a classy blend of satin chrome, piano black and full chrome highlights with tasteful shades of grey.

It's no real secret that earlier iterations of the Clubman were, well, a little challenging on the eye (Mini itself says “It was cool - if you were built that way…").

But this face-lifted version is much easier on the eye, if not as a cute a package as the three-door hatch variants. It's dimensions - long, smooth sides, a squared-off rump and bulging grille - somehow work as one to create car that is undoubtedly unique, but also rather  fetching.

Inside, it’s all pretty familiar Mini, what with the circle screens and jet-style switches. And it is a stylish space in the cabin, with a good material mix and the addition of wireless Apple CarPlay and Android Auto making the centre screen far more functional.

The only downside is that, for mine, it favours that style over substance. It’s not the most user-friendly space I’ve ever sat in, though I imagine you’d get a little more used to it the more time you spent in there.

With its hefty 2575kg kerb weight and 3310kg GVM, our test vehicle has a 735kg payload rating which is modest compared to numerous turbo-diesel class rivals.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6555kg GCM rating (or how much it can legally carry and tow at the same time) that would require a 255kg reduction in payload (from 735kg to 480kg) to avoid exceeding the GCM.

While it’s unlikely Alpha Hybrid owners would need to tow at the 3500kg maximum, it’s important to be aware of these numbers if the need arises, as that 480kg could be used up by a crew of five adults before you could load any luggage.

The load tub is 500mm deep and almost square given its 1500mm length and 1520mm width. With 1100mm between the rear wheel-housings, it won’t fit a standard 1165mm-square Aussie pallet but will take Euro pallets.

It’s protected by a spray-on tub-liner and there are four fixed load-anchorage points. However, the front two are located near the top of the side-walls and the rears are mounted at mid-height, both of which are not ideal for securing low-profile loads (anchorage points just above floor level are ideal).

The load tub is accessed through a two-way tailgate, which with the push of a button can open as either a conventional one-piece tailgate to a horizontal position, or can split 60/40 into a pair of doors that swing open from each side to allow closer access to the load floor. Only time will tell if this two-way design is robust enough for regular workhorse duties.

There are assist handles on the A and B pillars and ample room for front seat occupants, along with generous rear seat headroom despite the presence of a large sunroof which can often compromise this space.

The cabin's rear floor is predominantly flat with the welcome absence of a large transmission tunnel, allowing centre passengers the luxury of being able to put their feet together behind the centre console. However, shoulder-room is tight for three large adults, so two would be preferable for long trips.

Given I’m 186cm tall, there’s also sufficient kneeroom when sitting behind the driver’s seat in my position. And unusual rear seat luxury in a ute is the powered backrest recline for the two outer seating positions, although kneeroom is reduced as the base cushions must slide forward to enable this function.

Storage for the driver and front passenger includes a large-bottle holder and bin in the base of each door. There’s also a large glove box and overhead glasses holder, plus a handy pull-out compartment in the lower dash to the right of the steering column for the driver.

The centre console has a wireless phone-charging pad up front and a large storage box at the rear with a padded lid that doubles as a comfy elbow rest. A flap inside the box can be opened to access climate control airflow to keep food/drinks cool or warm and there’s also a sliding tray on top which in its rearward position reveals two small-bottle/cupholders.

Another small storage nook resides in the lower right-side of the centre console, which contains two USB ports, a 12-volt socket and enough space for a phone. However, it can be awkward to access given its proximity to the driver’s left knee.

Rear passengers also get a large-bottle holder and small bin in each door, plus pockets on the rear of both front seat backrests and small pull-out drawers under each outer seat for small items.

The fold-down centre armrest is equipped with a wireless phone-charging pad, pop-out twin cupholders at the front and a hinged padded lid that opens to reveal a shallow hidden compartment for storage of phones or other slimline items.

Another interesting storage idea is the slender vertical compartments located in each of the cabin’s rear roof pillars (see images). They’re hidden by the doors when closed and accessed through slide-up covers. We reckon these could store collapsible umbrellas in a most convenient location.

The Clubman is super practical - for a Mini... This is not a Bunnings bandit, and nor will you be piling endless Ikea flatpacks into the boot. 

It measures just over 4.2m in the length, 1.4m in height and 1.8m in width, and while they're not massive numbers, you might find yourself surprised by the room in the backset.

I'm around 175cm, and I could sit behind my own driving position with ease - thanks in no small part to the clever scalloped seas that give you extra leg room - and the headroom isn't half bad, either. 

Yep,  you can definitely fit two adults in the backseat (but never three), and those travelling back there will find air vents to help keep the temp down, as well as USB points and a pair of child seat anchors. 

Up front, the cabin somehow manages to feel more cramped, with the steering wheel, centre console and controls on the driver's door all feeling like they're encroaching on your personal space a bit, but it's a comfortable place to sit all the same. 

Step around to the barn-door style boot and you'll find what looks a little bit like a station wagon, only without all the space. Yes, it looks like a positive load-lugger next to the three-door hatch, but you still don't get that much space for luggage, with the official number at 360 - 1250 litres.

Mini is rolling the dice on a new specification strategy designed to take the endless questions and options out of buying a new car.

And so the Clubman JCW is the first Mini to be offered in the Pure trim ($57,900), which seriously limits the personalisation options to get you out of the dealership and behind the wheel as quickly as possible. You can choose from two wheel choices, four exterior paint choices, a back roof or a sunroof, and, well, that's about it. 

Outside, your money buys you 18-inch alloys wrapped in Michelin rubber, adaptive suspension, roof rails and LED head and taillights. Inside, expect cloth sports seats, an 8.8-inch screen that's both (wireless) Apple CarPlay and Android Auto equipped, standard navigation, climate control with rear vents and push-button start.

If the Pure doesn't give you enough options, then the regular Clubman JCW ($62,900) will add 19-inch alloys, leather seats, a 12-speaker Harman Kardon stereo, a head-up display and heated front seats. Oh, and all the personalisation options you shake your credit card at.

The hybrid drivetrain comprises a Euro 5-compliant 2.0-litre, four-cylinder, turbo-petrol engine that produces up to 180kW of power and 380Nm of torque.

Paired with this engine is an electric motor that produces up to 78kW and 380Nm. Combined they produce peak outputs of 255kW and 648Nm, which exceeds any turbo-diesel rival in its class.

The Borg Warner-designed 'on-demand' 4x4 transmission with front and rear diff locks includes a nine-speed automatic offering a choice of five drive modes comprising 'Standard' (default), 'Sport' and 'Eco', plus '4H' (4x4 High Range) and '4L' (4x4 Low Range). Drivers can also switch to sequential manual-shifting using steering wheel-mounted paddles.

This is a cracking engine; a twin-charge, 2.0-litre, four-cylinder weapon that sends 225kW and 450Nm thundering to all four tyres.

That power is funnelled through an eight-speed automatic transmission, and will see the Clubman JCW clip 100km/h in 4.9 seconds before pushing on to a 250km/h.

GWM claims on official combined average consumption of 9.8L/100km and the dash readout was showing a higher 11.1 at the completion of our 484km test, which included a mix of city, suburban and highway driving of which about 100km was hauling its maximum payload.

Our own figure, calculated from actual fuel bowser and tripmeter readings, was higher again at 12.6L/100km. Although hybrids are renowned for substantial fuel savings compared to conventional combustion engine drivetrains, the priority here is clearly ‘big engine’ performance over economy.

Therefore, based on our figure, you could expect a reasonable real-world driving range of around 630km from its 80-litre tank.

Mini says its Clubman JCW will sip 7.7L/100km on the combined cycle, and emit some 175g/km of C02.

The Alpha’s steering feel (with the annoying lane-keeping assist switched off) and unladen ride quality are vast improvements on GWM Cannon utes we’ve tested and worthy of praise.

It’s an unusual driving experience at first, given there’s not the traditional combination of a turbo-diesel and permanent tachometer to show when the engine is operating in its peak torque zone to help drivers optimise drivetrain performance, particularly when hauling heavy loads.

In this case, you just push the accelerator and rely on the petrol engine, electric motor and hybrid battery to seamlessly manage this complex task. The nine-speed auto offers sequential manual-shifting, but performance in auto 'Normal' mode is a good compromise between the more energetic 'Sport' and more subdued 'Eco' modes.

Floor the accelerator and more than 2.5 tonnes of Chinese ute surges forward with weight-defying ease, like it’s been picked up by a powerful wave. Keep the pedal pressed and it will quickly reach triple-digit speeds, even though the petrol engine emits a rather dull and uninspiring soundtrack along the way.

Urban driving is energetic and the low NVH (noise/vibration/harshness) levels ensure luxurious highway travel using the adaptive cruise control, which must be operated by feel given the control stalk is hidden by the steering wheel arm in the straight-ahead position.

To test its GVM rating we forklifted 650kg into the load tub, which with driver was line-ball with the 735kg payload limit. The leaf-spring rear suspension only compressed 17mm, so there was no chance of it bottoming-out on our test route.  

It excelled with this relatively modest payload, which included making light work of our 13 per cent gradient, 2.0km set climb at 60km/h. Engine-braking on the way down, in a manually-selected second gear assisted by regenerative braking, was not as robust and required application of the disc brakes.

Although you can dial up a digital rev-counter for the petrol engine in the driver’s screen menu, it does not show a ‘redline’ as such but GWM advises it will just shift up a gear if required to avoid damage. This is an engine protection protocol found in numerous turbo-diesel drivetrains we’ve tested.

Yes, this is the most powerful Mini to have landed in Australia. And even better, it’ll remain so, or at least equal first, when the Mini GP arrives next year. That car gets this same thumping engine, and the outputs are the same, though the smaller, lighter hatch will no doubt be faster. 

It means Clubman JCW shoppers aren't about to lose their street credit, with this engine likely to remain the king of the castle for some time yet. 

The Clubman It might tip the scales at 1550kg, but the kilos don’t hurt its straight line speed much. Whack it in sport mode, which also adds this deep bass to the exhaust, plant your right foot and the Clubman positively pounces forward.

Better still, it feels - and sounds - quick, too, There’s this angry snap and crackle on the overrun, and the exhaust genuinely booms in the cabin when you really bury your foot. 

You’ve heard the cliches before, of course, about Minis feeling like they’re on rails, and we won’t waste your time with those here. Suffice to say we have pushed Clubman around some pretty tight corners at some pretty decent speeds, and while it doesn’t feel like a featherweight, it also picks and sticks to a line with absolutely no nonsense from the tyres and very little in the way of body roll.

That’s the good, now the not so good. The impressive handling feels like it’s been achieved by hardening up the suspension as much as possible, and the downside of that is that it can feel plenty sharp and bouncy over big bumps. On the right road, it kind of adds to the experience, but I'd imagine the daily commute would start to fray your patience fairly quickly.

There’s also a kind of skittishness to the way it drives fast too, which I actually don’t mind, but others might say isn’t as natural and flowing as others in the segment.

But this is the hardest, fastest clubman you can buy, and so you’re going into it knowing there’s going to be some comfort compromises. And if you’re looking a loud and rorty hot-hatch experience, this thing delivers in spades.

And on the right stretch of road, it’s an absolute hoot.

The Clubman JCW arrives with six airbags, a reversing camera, AEB, active cruise, forward collision warning and front and rear parking sensors and what Mini calls Performance Control, which it promises will reduce understeer and increase traction in corners.

The Mini Clubman was awarded the full five-star ANCAP safety rating when tested in 2017.

GWM covers the vehicle with a seven year/unlimited km warranty, eight year/unlimited km hybrid battery warranty and seven years of roadside assist.

Scheduled servicing starts at 12 months/10,000km followed by 12 months/15,000km intervals. GWM offers seven years of capped-price servicing totalling $4975, which is an average of $710 annually.

The Mini Clubman JCW is covered by a three-year warranty, and falls under the BMW group's condition-based servicing program, in that it will tell you when it's time for a service.