There's more power, more comfort, and more speed, but the Fiesta ST makes a better Mini than this modern Bimmer-built heffalump.AIRTEC Top Mount Intercooler Upgrade for Mini Cooper S R53. If the Austin/Morris original yipped through the corners like a terrier after a rat, then the current iteration just sits there, gawping like a gaffed grouper. Mini cooper s r53 r52.At the risk of being accused of fat-shaming, the new Mini Cooper S is a bit of a porker. You do not have to use this kit to complete in the Cooper S Class as parts supply is not limited in Cooper S Class but it may help you.These superchargers are one of the most expensive components on the vehicle and used units can provide their own issues. Cooper s r53 build kit We’ve teamed up with AReeve Performance to provide a complete kit to allow you to convert your R53 into a eligible car to race in the Cooper S Class.
R53 Mini Cooper S Series Engine As
Yes, it's bigger than the 1960s swinger, but the early Frank Stephenson design just keeps looking better as modern traffic gets ever more overwrought.Why you’d want a Mini (R50-R53) Born at a torrid time in Rover’s history, the new Mini was designed for BMW by Frank Stephenson and might have had a K-series engine as a Rover product. Built from 2001 and available from 2002 in North America, the R53-chassis Cooper S has aged surprisingly well. The hlins Road & Track suspension gives our customers a true racing experience, with their own cars, without losing comfort when.However, BMW's first efforts at recreating the charm of Britain's giant-killing scrapper were actually pretty good. Tested Standard, well known competitor & AIRTEC Intercoolers fight it out on rolling road test day and the results were amazing From &163 418.95 (inc VAT) &163 349.13 (exc VAT) Snoot Boot Colour.Mini Cooper S 2000-2006.
R53 Mini Cooper S How To Find Room
What to look for:The word timeless gets thrown around far too frequently, but more than a decade on since its introduction, the 2002-2006 Cooper S does genuinely look fresh. Here's how to find room for a Mini in your life. The R53 Mini Cooper S is a machine that stirs the emotions: fondness, frustration, and pure driving joy. However, any time you meet an owner, they seem only too happy to both damn and praise their little car in equal measure. It's not what you'd call reliable – one almost wonders if BMW had a few technicians wandering around randomly loosening screws on the assembly line to more authentically recreate the British Motoring Experience. The much loved British manufacturer.The early-2000s Cooper S also drives better, thanks to a zippy supercharged engine, great steering, and willing chassis.
The Cooper S arrived in 2002 with a supercharged 1.6L four-cylinder engine making 163hp and 155lb-ft of torque. Just like the good old days, eh, chums? Hand me that spanner.Happily, America didn't get the first year cars, and by the 2002 model year, many issues were sorted out (not all issues, mind you – more on that later). Rattles, creaking, suspension misalignment, and mechanical failures were all common in the first year.
Later versions saw increases to 210hp and eventually 215hp.The last two years of the R53 are the most desirable. A dealer-installed option, the JCW kit was eye-wateringly expensive and provided only a mild bump at first – up to 197hp in its first year. US-spec dampers are a little softer than in the rest of the world, but handling doesn't seem compromised.2004 brought a mild facelift for all Mini variants, and the John Cooper Works package became available for the first time. Each model year comes with minor improvements to both power and reliability, all the way up to the very rare GP model in 2006.ECU upgrades in late 2002 improved driveability for the Cooper S (most early cars will have been reflashed by dealers), and by 2003 BMW had eliminated a lurching issue in third-gear when the a/c was running. BMW simply added run-flat tires and a small aerosol puncture kit as a fix if you're looking at a used car, the likelihood is that the owner may have swapped over to cheaper conventional tires.Same as what used to be the rule with Porsches, the R53 Cooper S you want is the newest one your budget can support. Twin center-mounted exhaust pipes out back and a hoodscoop up front let everyone know that this was more than just a cutesy retro-hatch.Compared to the standard Cooper, supercharging created some packaging issues, requiring the battery to be relocated to the trunk and removing the spare tire.
Note, however, that late production cars come with larger lug bolt holes, so getting aftermarket wheels to fit might be an issue.Worth a mention is the very rare 2006 John Cooper Works GP, which are almost never for sale and fetch a huge premium when they do show up. The interior is also slightly less prone to rattling.In its final year, the R53 got a few special-edition models and unique cosmetic upgrades, but there's really no advantage to buying an '06 over an '05 apart from mileage and condition. The best that can be said about this is that it's less failure-prone than the unmitigated disaster of the base Cooper's CVT, but we still can't recommend the auto.2005 also saw a few changes to the look of the Cooper S, including the now-familiar halo-style HID headlights. Power was up to 170hp.Less fun for the enthusiast driver, but worth a mention, are the introduction of the convertible version of the Cooper S, as well as a six-speed Aisin automatic gearbox. As a result, the '05 Cooper S is much quicker in a straight line than its predecessors, and a new optional limited slip made it quicker on corner exit too.
The radiator expansion tanks on all R53s might as well be made out of Wensleydale cheese for all their durability. When you finally find your perfect R53, it's your job to make sure no friend ever buys one of those fragile continuously terrible transmissions.Where the Cooper S is concerned, there are a number of continual failures to watch out for. The original British Leyland product usually started if you threatened it with a large enough hammer, but this semi-Germanic version is a bit more prone to fritzing out.Even though this is a guide to the Cooper S, it's still worth re-broadcasting that the base Cooper's CVT is not a transmission to be set aside lightly instead, it should be flung into the nearest dumpster with great force. What to avoid:Where to start? As we've noted, the newer the Mini, the better: these are pretty complicated little cars and you can expect to pay BMW parts prices when things go wrong. It's the ultimate R53, but expect to pay through the nose for one.
Because the Cooper S comes with such a rigid suspension, the sheetmetal can take a real beating from rough roads. Keep an eye on your oil level.Aside from rattles and creaks and periodic electrical gremlins, one of the really serious issues to watch out for is mushrooming shock towers. The former is a bit more insidious, as you may not notice the oil leaking out, it has a tendency to run down the front of the block and blow away when driving. The crank seal is a particular problem, but the oil pan gasket can start seeping too. Replace before attempting a road trip.Minis also leak oil, which is a nice way for BMW to honor English automaking traditions.
Adding on factory-approved JCW bits and pieces after the fact is popular, but the Mini also has a relatively large aftermarket.Like all forced induction cars, the R53 responds well to basic breathing modifications like a bigger intake and exhaust. A note on modifications:The Mini brand provides a great deal of cosmetic customization from the get-go, but that's not enough for many people. Happily, your local BMW dealer can probably handle this for you, even if you don't have a Mini-specific dealer outlet in the area. The latter was caused by a lack of proper padding in early cars, leading to the paint getting rubbed off.And, as usual, any Mini you're considering should be subjected to a pre-purchase inspection. Watch for failure of the engine mounts, and also test carefully to see if you get clutch chatter when coming off the line.Rust, another Authentic British Characteristic (TM), should be watched for in all Mini variants, specifically in the door sills and under the hood. The reduced unsprung weight will probably make you quicker anyway.While 20 models are better in many small ways than the earlier years of the R53, they do have a few specific trouble spots.
Classic Mini owners tend to look down their noses at the modern retro-look cars, but even in the latter there's the same kind of jostling for position that you see among M3 owners. Community:One of the more unusual things about the Mini community is how divided it is. Add in a set of colder spark plugs to help prevent detonation, and you've got a little pocket rocket that'll challenge the JCW-badged offerings. Mini fans are nuts.For more noticeable power, reducing the size of the supercharger pulley can net gains in the 15-25hp range. Essentially, you just bypass the passenger's side muffler entirely, leaving just one factory muffler in place.
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