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2002-07 GENINFO

Driveline - Overview - MINI

THE DRIVELINE

Model: All

Production: All

ENGINES

Fig. 1: MINI COOPER Engine W10B16 Courtesy of BMW OF NORTH AMERICA, INC.

2006 MINI Cooper S

2002-07 GENINFO Driveline - Overview - MINI

2006 MINI Cooper S


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Tuesday, February 16, 2010 10:00:38 AM © 2005 Mitchell Repair Information Company, LLC.

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Tuesday, February 16, 2010 10:00:44 AM Page 1 © 2005 Mitchell Repair Information Company, LLC.

Fig. 2: MINI COOPER S (Super Charger) Engine W11B16Courtesy of BMW OF NORTH AMERICA, INC.

In 1996 BMW Group and DaimlerChrysler entered into a joint venture to design and construct a small gasoline engine with a cylinder displacement of 1598cc. The venture would provide an engine suitable for both car manufacturers in terms of power output and compliance with world emissions. In addition BMW required a high power derivative for the MINI COOPER S. The MINI COOPER (COOPER S) engines are a product of this venture.

The MINI COOPER (COOPER S) is a front wheel drive vehicle with the engine mounted transversally across the car.

Engine Derivatives

ENGINE DERIVATIVES

Engine Construction

The engine block and bearing ladder are constructed from cast iron with an aluminum alloy cylinder head. The oil pan is manufactured from aluminum alloy to reduce weight.

Despite the iron block and bearing ladder, the engine is very light (129.22 kg.). Main features of the engine include:

16 valves, single overhead chain driven camshaft

Hydraulic Lifters

Automatic adjusting accessory drive belt

Supercharger on MINI COOPER S

Engine Components

Engine Block

The engine block is manufactured in two halves from sand cast nodular iron. The top portion (main cylinder block) includes the cylinder bores and has provisions for five main bearing top shells. The lower portion (support ladder) incorporates the lower main bearing shells and support for the rear main oil seal. The engine block and ladder are machined as a matched pair and are not serviced as individual components. Three locating dowels are used to ensure perfect alignment between the support ladder and the engine block.

R50 MINI COOPER Engine Number W10B16 Engine Weight 129.22 kg.R53 MINI COOPER S Engine Number W11B16 Engine Weight 138.05 kg.

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Fig. 3: Main Cylinder Block/Ladder Intake Side (Front Of Car) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 4: Identifying Main Cylinder Block/Ladder Exhaust Side (Firewall) Courtesy of BMW OF NORTH AMERICA, INC.

A number is stamped on the engine block and the same number is stamped on the bearing ladder. This ensures that the matched pair of components remain together during engine assembly. The other number stamped on the block is the engine plant serial number.

Crankshaft Assembly

The MINI COOPER crankshaft is machined from nodular cast iron. The MINI COOPER S crankshaft is machined from forged steel. Both crankshafts provide a mounting point for the crankshaft sensor reluctor ring that is retained by three bolts. The drive for the oil pump is provided by machined flats towards the front of the crankshaft. The auxiliary drive belt pulley is a press fit on the crankshaft and retained by a bolt.

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Fig. 5: Identifying Crankshaft Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 6: Bearing Tightening Sequence Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 7: Flat On Crankshaft Stub For Oil Pump Drive Courtesy of BMW OF NORTH AMERICA, INC.

Crankshaft Bearings

All MINI COOPER engines use five main bearings. Lubrication is supplied through holes in the upper shell directly from the main oil gallery. The upper shell is grooved to transport oil to the lower plain shells located in the bearing ladder.

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A thrust washer built into the center upper main bearing shell controls crankshaft end float. The connecting rod and main bearing shells are made of an aluminum base that is rolled onto a low carbon steel backing.

Fig. 8: Identifying Crankshaft Bearings Courtesy of BMW OF NORTH AMERICA, INC.

Connecting Rods

Fig. 9: Connecting Rod Assembly (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

MINI COOPER connecting rods are manufactured from 'non-coplanar' powder metal. They are manufactured in one piece and then fractured across the big end journal.

The MINI COOPER S connecting Rods are manufactured from forged steel to provide additional strength and are fractured.

The big end bearings are of a conventional plain shell design with oil supplied from a hole in the crankshaft.

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Fig. 10: Connecting Rod Assembly (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Fracture Process

In the fracture splitting process, the connecting rod and big end bearing cap are designed to separate close to the theoretical center line with no loss of material. This is achieved by applying a load between the big end bearing cap and the connecting rod via a wedge in a split mandrel. The big end bore in the connecting rod is pre machined with a notch introduced at the required joint plane to initiate the fracture. The separation is accurately determined by careful consideration of the geometry of the forging and material selection. Fracturing of the connecting rod takes place immediately before the bolts are fitted and correctly tightened, this keeps the matching cap and connecting rod together for subsequent finish machining of the bore.

After fracturing, the surfaces form a unique "multifaceted" joint which provides a contact area much greater than that of a normally ground surface.

The multifaceted joint also promotes precise mating between the big end cap and the connecting rod. No further machining of the faces is required, and no additional means of big end bearing to connecting rod location is necessary.

The main benefits of the Fracturing Process are:

1. Reduction in manufacturing time and cost

2. Each rod and bearing cap have a unique fracture reducing the possibility of mismatched pairs

3. Improve rod weight control

Pistons

The pistons are of aluminum construction with a grafal coating applied to the skirt to reduce noise, friction, and scuffing.

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Fig. 11: Piston (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 12: Piston (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

The MINI COOPER pistons have flat tops.

The MINI COOPER S has a concave piston top with a volume of 1.66cc to reduce the compression ratio.

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Fig. 13: MINI COOPER Piston Crown Courtesy of BMW OF NORTH AMERICA, INC.

Grafal Coating

Grafal consists of a fine colloidal graphite which is bonded with resin. It is between 10 and 20 micrometers thick (0.010-0.020 mm) and is applied by means of a printing process, followed by curing. Improved adhesion properties are achieved by a thin metallic phosphate layer or other proven methods which are applied prior to coating.

Oil Pan

The oil pan is constructed of die cast aluminum. It is secured to the support ladder by 13 bolts. The oil pan provides a mounting position for the air conditioning compressor on the right side of the engine (viewed from the crankshaft pulley) and for the engine tie rod bracket on the left side of the engine.

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Fig. 14: Underside Of Oil Pan Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 15: Inner Side Of Oil Pan Courtesy of BMW OF NORTH AMERICA, INC.

The seal between the oil pan and bearing ladder has a washer fitted to each bolt location to prevent over tightening and distortion of the seal. A lip on the oil pan seal ensures correct location to the bearing ladder. The insert shows the sealing ribs to prevent oil leakage.

Cylinder Head

Introduction

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The cross flow design cylinder head includes a single overhead camshaft, two rocker shafts and four valves per cylinder. The valves are arranged in two inline banks, the intake side facing towards the radiator, the exhaust facing towards the firewall.

Fig. 16: Cylinder Head Assembly Courtesy of BMW OF NORTH AMERICA, INC.

Cylinder Head Gasket

The head gasket is constructed from three layers of sheet metal and is termed as a "multi layered steel gasket". Four small rivets on the outer edge of the gasket hold the three layers together. The head gasket contains an oil restrictor that controls the oil flow to the cylinder head.

The standard thickness of the gasket is .065 mm with a thicker (.095mm) available.

Fig. 17: Cylinder Head Gasket Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

The gasket does not have any markings to indicate the correct orientation of the gasket, this is determined by the location dowels and oil transfer gallery

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Fig. 18: Cylinder Head Bolt Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

The head bolt should be discarded and a new one installed should there be any evidence of thinning at any point along its length.

Positive Crankcase Ventilation

Fig. 19: Underside Of Oil Pan Courtesy of BMW OF NORTH AMERICA, INC.

Pipe A.

The PCV valve in the valve cover has Pipe A connecting it to the intake manifold, this connection is downstream of the throttle valve (High vacuum area).

Pipe B.

Pipe B connects the valve cover to the intake system rubber bellows between the air cleaner and throttle body, this connection is upstream of the throttle valve. Pipe B has no restrictions and allows air to travel in both directions depending on the pressure in the crankcase.

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Under normal driving conditions (negative crankcase pressure), air is drawn into the crankcase via pipe B and mixes with the blow by gases in the crankcase. The gases pass back up through the crankcase and re-enter the cylinder head cover. A negative pressure (vacuum) in the manifold will be sufficient to open the PCV valve and allow the gases to enter the inlet manifold downstream of the throttle valve through pipe A and be drawn into the combustion chambers.

When the engine speed is high (positive crankcase pressure), the volume of blow-by gases may be too great for the PCV valve to handle alone, vacuum in the inlet manifold will also be greatly reduced. Under these conditions the blow-by gases will also flow through pipe B and enter the air inlet system upstream of the throttle valve, where they will be drawn into the combustion chambers.

Fig. 20: Intake Manifold Connections Courtesy of BMW OF NORTH AMERICA, INC.

Valve Train

Camshaft

The camshaft is machined from nodular iron. Nodular iron combines many advantages including good castability, excellent machinability, wear resistance, and weight savings.

The camshaft consists of 5 bearing journals and three valve lift lobes per cylinder. The camshafts are identical for both derivatives. The intake side uses one rocker per valve, while on the exhaust side a single rocker operates both valves.

A machined recess in the cylinder head next to the Number 5 camshaft journal controls the camshaft end float.

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Fig. 21: Camshaft And Rocker Arms Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 22: Camshaft Journal Courtesy of BMW OF NORTH AMERICA, INC.

The camshaft retaining pedestals support both rocker shafts.

Rocker Arms and Rocker Shafts

The rocker shafts are hollow to allow an oil supply to the hydraulic lifters that are retained in the end of the rocker arm. The valves are opened by roller rocker/hydraulic lifter assemblies, which pivot on the rocker arm shafts.

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Fig. 23: Intake And Exhaust Valve Rocker Mechanism Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 24: Intake Rocker Arm Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 25: Exhaust Rocker Arm Courtesy of BMW OF NORTH AMERICA, INC.

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Valves

Powder metal valve guides and seats are installed on both engine derivatives, the valves, springs and retainers are of conventional design.

Fig. 26: Intake And Exhaust Valves Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 27: Valves And Springs Courtesy of BMW OF NORTH AMERICA, INC.

Intake Valves

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The intake valves are made from carbon steel. The carbon content allows the valve to be hardened and tempered to increase strength and also to be locally hardened to improve wear resistance. The MINI COOPER S uses an upgraded material.

Intake Valve Seat Inserts

Powder metal technology is used for valve seat inserts as the sintered part requires little or no machining and any number of material compositions can be developed to satisfy particular engine demands.

Exhaust Valves

The exhaust valve specification is an austenitic steel, a particular type of steel with characteristics that are ideal for exhaust valve manufacture. The MINI COOPER S has upgraded exhaust valves.

Exhaust Valve Seat Inserts

Many of the characteristics for the intake valve seat inserts carry over to the exhaust valve seat inserts. In addition, the exhaust valve seat uses what is known as "Grade J" steel, this contains molybendum and tungsten. This provide high heat hardness giving increased resistance to indentation and wear.

Powder Technology

A shape is produced from powdered metal by filling a rigid die with a blended powder and applying pressure. The pressure causes the powder particles to be forced together in an interlocking of particles similar to a weld. After being pressure formed the parts are heated to 80% of the boiling point of the metal. The heat increases the bonds between the particles and further strengthens the part.

To increase thermal conductivity the pores of the powder compact are infiltrated with copper during the sintering process.

Timing Chain

Fig. 28: Timing Chain

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Courtesy of BMW OF NORTH AMERICA, INC.

There is a fixed chain guide on the intake side of the engine. The exhaust side has a semi-floating guide that is spring-loaded and contains a self-ratcheting tensioner to retain the adjusted position. Engine oil pressure fine-tunes the free play using a hydraulic tensioner.

Fig. 29: Crankshaft Gear Timing Marks Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 30: Camshaft Gear Timing Mark Courtesy of BMW OF NORTH AMERICA, INC.

The timing chain incorporates three copper color links that are used to assist timing chain installation. Both the crankshaft and camshaft gears incorporate timing marks, which are used in conjunction with the copper coated chain links.

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Timing Chain Tensioner and Drive Gears

Fig. 31: Hydraulic Tensioner Mechanism Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 32: Timing Chain In Service Position Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

Before reinstalling the timing chain tensioner the plunger must be placed in the "transit" position. This is achieved by pushing the plunger fully in until it locks in place.

This moves the mechanical ratchet mechanism to the start position. When the tensioner has been installed in the engine, the chain guide is pushed towards the tensioner to release the plunger ratchet mechanism to apply the correct amount of tension to the timing chain.

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Fig. 33: Crankshaft Gear Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 34: Camshaft Gear Courtesy of BMW OF NORTH AMERICA, INC.

A key way locates the crankshaft gear (23 Teeth). The camshaft timing gear (46 Teeth) is located by a key way and is retained by a central bolt. The camshaft gear is driven by a roller timing chain.

Lubrication System

The lubrication system is the full flow filtration pressure feed type. The oil fill process at the factory allows for a tolerance of 4mm above to 4mm below the maximum mark on the oil level dipstick. The oil level will depend on the oil temperature and length of time from the last engine switch off.

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Fig. 35: MINI COOPER Oil Dipstick Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 36: MINI COOPER S Oil Dipstick Courtesy of BMW OF NORTH AMERICA, INC.

Oil Circuit

Oil is drawn up through the oil strainer to the oil pump, which is located at the front of the engine: the oil pump delivers oil under pressure through the full flow oil filter to the main oil gallery.

The main oil gallery runs the full length of the engine block and delivers oil to the main bearings. Diagonal drillings in the crankshaft webs deliver oil to the connecting rod bearings. The cylinder bores and connecting rod small end are splash lubricated from directed slots on the connecting rod thrust collar.

The main oil gallery also supplies oil to the cylinder head assembly via a vertical hole on the exhaust side of the cylinder block between bores two and three. The cylinder head gasket incorporates an oil restrictor to ensure that oil volume to the crankshaft is maintained and oil volume to the cylinder head is reduced.

Upper engine lubrication is provided by one main feed to the number three camshaft bearing cap. Oil is then routed through the rocker shafts to the remaining camshaft bearing caps and rocker arms/hydraulic lifters.

Oil returning to the sump pan from the pressurized components supplies lubrication to the valve stems.

Oil Pickup

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Fig. 37: Oil Strainer Courtesy of BMW OF NORTH AMERICA, INC.

Piston Cooling - MINI COOPER S Only

The MINI COOPER S incorporates oil "squirt" jets to assist in the cooling of the piston crown. The four jets are located in the cylinder block next to the main oil gallery. Oil spray is controlled by a ball and spring. These allow oil flow only when the oil pressure exceeds 2 bar. The position of each jet is critical to the effectiveness of the cooling.

Fig. 38: Oil Squirt Jets Courtesy of BMW OF NORTH AMERICA, INC.

Oil Pump

The oil pump and pressure relief valve are located on the front cover (internally) and are secured by 10 bolts. They are both manufactured from aluminum.

The oil pump consists of two gears. The internal gear is driven directly from two flats on the crankshaft nose and is in permanent mesh with the outer gear.

The eccentric rotation of the gears creates a low pressure at the inlet suction crescent end of the pump and draws in oil. As the gearwheel rotates, oil will be compressed between the gears and discharged at the outlet port end of the crescent at a high pressure.

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Fig. 39: Oil Pump Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 40: Oil Pump Gears Courtesy of BMW OF NORTH AMERICA, INC.

Oil Pressure Regulator

The oil pressure relief valve is installed in the oil pump housing. The valve consists of a spring, retaining cap, circlip and hollow plunger with radial holes.

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If a blockage or restriction occurs and the oil pressure is sufficient to overcome the spring tension, the plunger will be forced back, exposing the radial holes and oil will return to the low pressure side of the pump.

Oil Filter Housing

The oil filter housing is located adjacent to the exhaust manifold and is externally mounted by three bolts.

The housing incorporates a spring-loaded drain back function, allowing oil to return to the oil pan. The drain back function is activated as the oil filter top housing is unscrewed.

The oil filter housing also retains a bypass valve for the full flow oil filter and an oil pressure switch. The oil filter is a disposable paper element and is retained in the upper section of the aluminum housing.

Fig. 41: Oil Filter Housing Assembly (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 42: Oil Filter Housing Assembly (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

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When replacing the oil filter element, unscrew the upper housing slowly, This will allow sufficient time for the drain back valve to open and release oil to the sump. Removing the housing quickly could allow oil to overflow onto the suspension.

Flywheel

MINI COOPER

Fig. 43: Flywheel (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

The MINI COOPER flywheel is constructed from steel and is retained on the crankshaft by eight flanged head bolts.

Two dots are used for correct alignment, one on the crankshaft and the other on the flywheel.

MINI COOPER S

Fig. 44: Duel Mass Flywheel Courtesy of BMW OF NORTH AMERICA, INC.

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On MINI COOPER S a dual mass flywheel is used to insulate the gearbox from torsional and transient vibrations produced by the engine or drive line. The flywheel consists of a primary and a secondary flywheel. The drive between the two is transferred by a torsional damper made up of four coil springs located in the inside diameter of the primary flywheel. Under high torque loading conditions the secondary flywheel can rotate in either direction up to 70 degrees in relation to the primary flywheel.

Cooling System

Engine cooling on the MINI comes in two forms, although the basic layout remains the same. Both systems use a 50/50 coolant solution with standard kevlar reinforced EPDM (Ethylene Propylene Diene Monomer) cooling hoses.

Fig. 45: Cooling System (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 46: Cooling System (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Cooling System Operation

When the engine is cold the thermostat is closed, preventing the coolant from circulating through the radiator.

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Coolant is able to circulate through the heater core, expansion tank, and on the MINI COOPER S, the oil cooler.

The MINI COOPER S has a pressurized expansion tank, and allows coolant to enter the top via the heater core pipe, and exit the bottom of the tank to join the heater core return pipe.

Fig. 47: Coolant Flow Diagram (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

As the coolant temperature increases the thermostat gradually opens. This allows a bleed of coolant from the bottom hose into the cylinder block via the coolant pump, and allows hot coolant to flow to the radiator via the top hose. The flow of hot and cold coolant is balanced to maintain the optimum engine temperature. When the thermostat opens fully, the full flow of coolant passes through the radiator.

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Fig. 48: Coolant Flow Diagram (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Coolant Pump

MINI COOPER

The coolant pump is manufactured from die cast aluminum and is driven by the auxiliary belt on the MINI COOPER. It is installed on the intake side of the engine block (towards the front of the car).

Fig. 49: Coolant Flow Diagram (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

MINI COOPER S

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The MINI COOPER S coolant pump is driven by the supercharger via a reduction gearbox. The coolant pump is fitted directly onto the supercharger housing and is connected by a two legged dog drive.

Fig. 50: MINI COOPER S Coolant Pump Courtesy of BMW OF NORTH AMERICA, INC.

Thermostat

The thermostat is located in the cylinder head and is retained by a plastic housing (aluminum on COOPER S). The thermostat begins to open at 89-92°C and is fully open at 103°C. The MINI COOPER thermostat housing also incorporates the cooling system pressure cap (MINI COOPER S system pressure cap is installed on the expansion tank)

Fig. 51: Thermostat Housing Courtesy of BMW OF NORTH AMERICA, INC.

Expansion Tank

The plastic expansion tank for both models is located between the primary and secondary bulkheads. The MINI COOPER expansion tank is a non-pressurized type, it is only used to collect excess coolant due to heat expansion, and this coolant will be drawn back into the system as the coolant cools.

Both models use a pressure cap to pressurize the cooling system to 1.1bar (16 psi) at which point the cap valve

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will lift to relieve pressure.

The MINI COOPER S is fitted with a conventional pressurized cap on the expansion tank.

Fig. 52: Expansion Tank (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 53: Expansion Tank (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Radiator

The radiator installed in the MINI COOPER (COOPER S) is a conventional cross flow type. It is constructed from aluminum tubes, wavy corrugated cooling strips and plastic end caps. Coolant flows from the top left to the bottom right (viewed from the front of the car).

There are two radiator arrangements for the MINI COOPER and only one for the COOPER S.

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Fig. 54: Radiator/Air Conditioning With Manual Gearbox Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 55: Radiator/Air Conditioning With Automatic Gearbox Courtesy of BMW OF NORTH AMERICA, INC.

Heater Core

The heater core is constructed of aluminum and is of conventional design.

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Fig. 56: Heater Core Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

Coolant System Drain and Refill

1. Remove pressure cap

2. Remove lower hose from radiator, and heater hoses at bulkhead. Use caution when coolant is hot

3. Reinstall hoses after coolant has drained

4. Open the coolant bleed screws in the upper hose and the heater return hose (Protect generator)

5. Fill engine with coolant (50/50 Mix) through thermostat housing (Expansion tank in COOPER S)

6. Close bleed screws when air free coolant flows

7. Continue to fill through thermostat housing (or Expansion Tank)

8. Fill expansion tank to "MAX"

9. Start engine and run at idle. Top up coolant as necessary

10. Turn off engine and install pressure cap

Coolant Fan

The Coolant Fan is a nine bladed fan measuring 400 mm in diameter, driven by a 350 watt motor and controlled by the EMS 2000. This system has two fan speeds.

Low speed is switched on at 105°C coolant temp and off when the temperature drops to 101°C.

High speed is switched on at 112°C and remains on until the system coolant temperature drops by 4°C at which point the system will revert to Low speed.

The cooling fan will also operate on Low speed when the Air Conditioning is switched on and system pressure reaches 8 bar. Should the Air Conditioning system pressure rise to 18 bar, the fan will automatically run on the High speed.

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Fig. 57: Coolant Fan Courtesy of BMW OF NORTH AMERICA, INC.

Oil Cooler (MINI COOPER S)

The MINI COOPER S is fitted with a plate type oil cooler mounted directly onto the oil filter housing. Engine oil from the filter housing and coolant from the hoses flows through the cooler tubes adjacent to each other. This process takes place continuously: there is no thermostat control. The inlet and outlet pipes are connected in parallel with the heater core pipes.

Fig. 58: Oil Cooler (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

Engine Mounting

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Fig. 59: Engine Mounting Courtesy of BMW OF NORTH AMERICA, INC.

A twin tie bar torque axis system is used on all MINI engine derivatives. The system consists of 2 mass carriers and 2 torque reacting tie bars.

Brackets, bolt and mount rates vary with engine/gearbox combinations. The hydra-mount and hydrabush carry the mass of the engine. They control the vertical and lateral movements of the engine. These movements are generated by the engine itself and through road inputs from the suspension. The tie bars control torque reaction. This is the natural fore-aft movement of the engine during acceleration and deceleration.

Hydramount

The hydramount is located on the right hand side of the engine (viewed from the driver seat). It is filled with glycol fluid to absorb vibration. The bracket that is located directly on the mount is constructed from cast aluminum and is attached by four bolts to the top of the cylinder block.

Hydrabush

The Hydrabush is located between a two part assembly mounted on top of the gearbox. It consists of two die cast aluminum housings. The first part is bolted directly on top of the gearbox and houses the hydrabush. The second part is connected from the inner strut housing to the hydrabush. This also provides additional mountings for the fusebox, battery box (MINI COOPER only) and air cleaner assembly.

Top Stabilizer Bar

The stabilizer consists of a large die cast aluminum housing. This is bolted to the rear of the suspension strut and houses a large bushing. A mild steel bracket is used to connect the strut mount to the twin axis mount that incorporates a small bushing, this will be available as a separate part.

Lower Stabilizer Bar

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The lower stabilizer is also constructed from die cast aluminum and incorporates two bushings of different sizes. The large bushing is bolted directly on to the subframe cross member. The other end is fixed to a mild steel bracket, bolted on the sump pan.

Auxiliary Drive Belt

The Auxiliary belt is of six-rib construction.

Two belt configurations will be available.

MINI COOPER

MINI COOPER S

Fig. 60: Belt Arrangement (MINI COOPER) Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 61: Belt Arrangement (MINI COOPER S) Courtesy of BMW OF NORTH AMERICA, INC.

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Auxiliary Drive Belt Tensioner

The MINI COOPER uses a torsional spring to apply load to the belt and a friction damper to reduce the pulsating vibrations from the engine.

Fig. 62: MINI COOPER Belt Tensioner Courtesy of BMW OF NORTH AMERICA, INC.

Workshop Hint

Auxiliary belt should be replaced at 100,000 Miles on MINI COOPER and 60,000 Miles on Cooper S. Always refer to the .

Fig. 63: MINI COOPER S Belt Tensioner Courtesy of BMW OF NORTH AMERICA, INC.

The MINI COOPER S Spring travel stop uses a compression spring to apply to load to the belt and a hydraulic damper to control the engine pulsation.

Supercharger (MINI COOPER S only)

Supercharger History

The first "Blower" was designed and patented in 1865 by F.M. and P.H. Roots. They were used for various

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purposes but a popular early application was for mine shaft ventilation.

The first type of Blower used on motor vehicles was a Roots rotating type. This "positive driven" type would consume up to 15% of engine power. On the MINI COOPER S the supercharger will consume a maximum of 20 kW of power (17% of maximum power output).

The decline in the use of positive driven blowers came with demands on motor manufacturers to produce more efficient and smaller engines. Most manufacturers at this time opted for the non positive driven blower known as the turbocharger. This has the advantage of not consuming any engine power directly but was not capable of delivering increased engine power at low engine speeds (turbo lag).

With the advantage of new material and designs the positive driven blowers have once again risen in popularity among motor manufacturers. Over the past few years, design engineers have managed to enhance the operation of the supercharger, now providing the following:

Increased Power Output.

A 40% net increase in power, without affecting fuel economy.

Improved Reliability and Life Expectancy.

Newly developed 60 degree twisted rotors (helix), aided with high quality bearing seals and synthetic oil (sealed for life).

Improved Quietness.

Newly developed inlet/outlet ports and ducting mounts.

The MINI COOPER S is fitted with a "state of the art" supercharger that has been specifically engineered for small engines. It was designed as a compact unit with the ability to provide the performance that is synonymous with the COOPER S name.

Fig. 64: MINI COOPER S Supercharger Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 65: MINI COOPER S Supercharger - Helix Rotors Courtesy of BMW OF NORTH AMERICA, INC.

Supercharger Operation

The supercharger is a positive displacement pump. Its purpose is to increase air pressure and density in the intake manifold. The supercharger is matched to the engine by its displacement and belt ratio (driven from the crankshaft).

The concentrated charge of air provided by the supercharger results in a more powerful combustion stroke in the engine's cylinders, resulting in improved performance over non-supercharged engines.

The supercharger incorporates a specially designed bypass valve. This is actuated by a vacuum pipe near the throttle body and re-circulates the supercharger air when boost is not required.

During typical driving conditions the intake manifold is under pressure for only 5% of the time.

For the remaining time the intake manifold is under vacuum (negative pressure), allowing for better fuel economy and a quieter ride.

Inside the supercharger the helix angled rotors and specially designed inlet and outlet port geometry reduce pressure variations. This results in a smooth discharge flow and a lower level of noise during operation. The way in which the ducting to and from the supercharger is mounted also plays a major role in reducing noise.

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Fig. 66: MINI COOPER S Supercharger Internal Parts Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 67: Supercharger Bypass Tube Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 68: Air Intake System Air Flow Diagram Courtesy of BMW OF NORTH AMERICA, INC.

Intercooler (MINI COOPER S only)

Heat exchangers, now more commonly known as intercoolers, were originally used on large diesel engines in conjunction with a blower (supercharger). The intercooler construction is similar to that of the engine radiator.

Advantages of an intercooler.

Increases mass/density of air change entering the cylinders.

Helps keep cylinder head temperature lower.

Reduces oxides of nitrogen.

There are two types of intercooler.

Air to liquid intercooler.

Air to air intercooler.

MINI COOPER S uses an air to air intercooler. The major advantage of the air to air intercooler over the air to liquid intercooler is its capacity to reduce the temperature of the compressed air charge to around 40-50°C.

Operation

When the compressed air mass leaves the outlet of the supercharger, the molecules of air are tightly packed together which generates heat. The air is forced into the inlet of the intercooler and is passed through many elongated tubes.

The ram air effect takes place as the vehicle moves forward and outside air passes externally over the elongated tubes cooling the compressed charge sufficiently before leaving the intercooler.

Location

The intercooler is located directly on top of the supercharger. It is mounted by 2 top hat brackets at the front, with the rear of the intercooler solidly mounted.

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Fig. 69: Intercooler Courtesy of BMW OF NORTH AMERICA, INC.

Exhaust System

The exhaust system on the MINI is constructed in two sections:

The manifold and front pipe - manufactured as a single piece.

The center/rear section - manufactured as a single piece that can include up to three silencers, dependent on the model.

The system is designed to meet current noise legislation producing just 74 DBA.

Exhaust Manifold and Front Pipe

The Manifold and front pipe is common to both models. The flange of the front pipe (cylinder head mounting) is manufactured from mild steel, while the four primary tracks are of stainless steel. They all join a load supporting decoupler. From the decoupler the exhaust continues in a single pipe to the metallic starter catalyst and the ceramic catalyst. The outer casing of the catalyst is manufactured from stainless steel. From the catalyst a short section of pipe meets the mounting flange that is joined to the center pipe by a two point mounting.

To meet emission legislation an additional oxygen sensor is fitted downstream of the catalyst.

Center Pipe and Rear Silencer.

All tailpipe silencers have an Aluminized mild steel outer casing. The rubber support hangers are silicone based.

The MINI COOPER has a silencer located at the front of the center pipe, which has a volume of 1.8 liters. The rear silencer is finished with a polished stainless steel tailpipe trim, known as the "Coke" can design.

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Fig. 70: MINI COOPER Exhaust Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 71: MINI COOPER S Exhaust Courtesy of BMW OF NORTH AMERICA, INC.

MINI COOPER S

The MINI COOPER S also has a center silencer but its size has been increased to 3 liters. The rear section of the exhaust consists of two silencers, one mounted on each side of the vehicle. The rear silencers are mounted by two sets of silicone based hangers. Two pipes leave the left hand silencer and exit the body in the center of the vehicle. The tail pipes are finished with polished stainless steel trim.

CLUTCH

There are two types of clutch assemblies used on the MINI. The MINI COOPER uses a conventional type clutch and flywheel arrangement, the MINI COOPER S has an upgraded clutch in combination with a dual mass flywheel.

MINI COOPER

The MINI COOPER Clutch System consists of the following components:

Pressure Plate

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Clutch Disc

Clutch Release Bearing

Clutch Hydraulic System

System Components

Pressure Plate

The MINI COOPER pressure plate is constructed from steel. The pressure plate is located on the flywheel by 3 dowels and retained by 6 external torx headed bolt.

Fig. 72: MINI COOPER Pressure Plate Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 73: MINI COOPER Clutch Disc

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Clutch Disc

The Clutch Disc is constructed from steel, incorporates four double springs to absorb torsional vibration and has a friction surface on each side.

The 200 mm diameter clutch disc is marked to indicate the direction of mounting.

Clutch Release Mechanism

Fig. 74: MINI COOPER Clutch Disc Courtesy of BMW OF NORTH AMERICA, INC.


The master cylinder is located on the pedal box and is supported by 2 mounting points. The lines, which connect into the clutch slave and master cylinders, are quick release connectors. The brake master cylinder reservoir supplies fluid to the clutch master cylinder.

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Fig. 75: Clutch Master Cylinder Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 76: Clutch Slave Cylinder Courtesy of BMW OF NORTH AMERICA, INC.

The slave cylinder is the same on all models, although the location is different. MINI COOPER slave cylinder is located on top of the gearbox, in front of the battery box. All slave cylinders are mounted with 2 bolts and have provisions for bleeding.

Workshop Hint

The lines are not self-sealing and provision should be made to minimize spillage when removing quick fit

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connectors.

MINI COOPER S

The MINI COOPER S has an upgraded clutch assembly with a dual mass flywheel. Primary components of the COOPER S clutch system include:

Model Specific Pressure Plate

Model Specific Clutch Disc

Dual Mass Flywheel

Clutch Release Bearing


System Components

Fig. 77: MINI COOPER S Pressure Plate Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 78: MINI COOPER S Clutch Disc Courtesy of BMW OF NORTH AMERICA, INC.

Pressure Plate

The MINI COOPER S uses a diaphragm type pressure plate, constructed from steel housing 18 spring steel fingers. The clutch is located on the flywheel by three dowels and is retained by 6 external torx head bolts.

Clutch Disc

The clutch disc on the MINI COOPER S is constructed from cast iron and has no damper springs fitted, with a friction surface on each side. The torsional forces are absorbed by the dual mass flywheel. The disc diameter is 216 mm and has a protruding splined center boss that is installed away from the flywheel.

Dual Mass Flywheel

The MINI COOPER S is fitted with a dual mass flywheel that is attached to the crankshaft by 8 bolts. The flywheel is correctly aligned when the crankshaft center dot is aligned with the scalloped recess on the flywheel. A ring gear is fitted on the outer 'primary' part of the flywheel, and will not be available separately in service.

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Fig. 79: MINI COOPER S Dual Mass Flywheel Courtesy of BMW OF NORTH AMERICA, INC.

The dual mass flywheel is used to insulate the gearbox from torsional and transient vibrations produced by the engine or driveline. The flywheel consists of a primary and a secondary flywheel. The drive between the two is transferred by a torsional damper made up of four coil springs located in the inside diameter of the primary flywheel. Two of the springs are of smaller diameter and fit inside the larger diameter springs.

The two pairs of coil springs are located in a recess in the flywheel, between two riveted retainers. A roller bearing is pressed onto the central boss of the primary flywheel and is retained with a riveted plate. The bearing provides the mounting for the secondary flywheel. The secondary flywheel consists of two parts, an outer flywheel, which provides the friction surface for the clutch drive plate, and an inner drive plate, which transfers the drive from the primary flywheel via the coil springs, to the outer flywheel. The two components of the secondary flywheel are secured to each other with rivets.

The inner drive plate is located between the two pairs of coil springs and can rotate on the ball bearing in either direction against the combined compression force of the four coil springs. Under high torque loading conditions the secondary flywheel can rotate in either direction up to 70 degrees in relation to the primary flywheel.

Clutch Release Bearing and Hydraulics

The Clutch Release Bearing and Hydraulics is similar to that of the MINI COOPER. The Clutch Slave Cylinder is mounted towards the bottom of the transmission facing forward.

TRANSMISSION

The MINI COOPER is available with either a manual or automatic transmission. COOPER S is available only with a manual transmission. All of the transmissions are mounted in line with the engine on the drivers side of the engine bay. The final drive/differential assembly is integral with the transmission housing and provides drive to the front wheels.

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MANUAL TRANSMISSIONS

MINI COOPER

The manual transmission and final drive assembly installed in the MINI COOPER is known as the R65. This transmission has 5 forward speeds and a maximum torque input of 160nm. The shift pattern is of a conventional design with reverse gear opposite 5th gear, and neutral in the 3rd/4th gear plane.

Fig. 80: R65 Transmission Assembly Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 81: R 65 Shift Pattern Courtesy of BMW OF NORTH AMERICA, INC.

Features of the R 65 Transmission assembly include:

Two Shaft Design

Input shaft incorporating four fixed input gears and 5th gear located by splines and a lock nut

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All output gears free to rotate on the output shaft

Overall length of just 395mm including the clutch housing

All forward gears have synchromesh with dual cone synchromesh on 1st, 2nd and 3rd gears

Aluminum die cast housings with the exception of the rear cover that is pressed steel

All housings are sealed with liquid sealer except the rear housing that has a rubber seal

Primary components of the R65 transmission are:

Gears and Shafts

Clutch Housing

Main Housing

Shift Mechanism

System Components

Gears and Shafts

The gear tooth design has been optimized for gearbox smoothness and efficiency. The fine tooth design allows more teeth to be in mesh with each other at any moment. There will be three teeth in mesh as opposed to two in conventional gearboxes. This greatly reduces gear noise.

The input shaft incorporates fixed 1st, 2nd, 3rd and 4th speed input gears forming a single component. 5th gear is splined to the input shaft and secured with a lock nut. The output shaft assembly contains all free rotating output gears and synchronizer assemblies.

The differential is mounted on two tapered roller bearings. The need to take pre-load measurements is negated by the use of very close machining tolerances on the various components. This accuracy is achieved with a new machining technique that employs the very latest technological advances. Automated machines take temperature readings from the aluminum block being machined, the cutting head and cutting fluid and make necessary adjustments to compensate for temperature fluctuations.

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Fig. 82: R65 Main Internal Components Courtesy of BMW OF NORTH AMERICA, INC.

Clutch Housing

The clutch housing is bolted and doweled to the rear of the engine. It houses the flywheel, clutch, clutch release fork, clutch release bearing guide and input shaft seal. It also provides space for the differential, a differential bearing, and a seal housing for the right hand drive shaft.

Fig. 83: R65 Clutch Housing Engine Side Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 84: R65 Clutch Housing Transmission Side Courtesy of BMW OF NORTH AMERICA, INC.

Main Housing

Fig. 85: Main Housing Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 86: Intermediate Plate Courtesy of BMW OF NORTH AMERICA, INC.

The Main Housing houses the gearbox breather, reverse light switch, selector shafts, input shaft and output shaft, all gears except 5th and the reverse gear idler shaft.

The intermediate plate assembly is situated on the gearbox side of the clutch housing. It provides support for the gear selector lever and input and output shaft bearings.

Rear Cover

The rear cover is an extension to the Main Housing providing a housing for 5th gear, 5th gear synchromesh hub and the selector fork. The rear cover also houses an oil trap and guide to supply oil to the hole inside the output shaft. Cross drilled holes in the shaft provide lubrication for the gears.

Fig. 87: Rear Cover Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 88: Gear Change Rod Courtesy of BMW OF NORTH AMERICA, INC.

Shift Mechanism

Fig. 89: R65 Internal Shift Mechanism Courtesy of BMW OF NORTH AMERICA, INC.

Principle of Operation

The input shaft incorporates fixed 1st, 2nd, 3rd and 4th speed input gears forming a single component. 5th gear is splined to the input shaft and secured with a lock nut. The output shaft assembly contains all free rotating output gears and synchronizer assemblies.

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First Gear

The first gear synchromesh hub is fixed to the output shaft. The synchromesh cones synchronize the speed of first gear on the output shaft to the speed of the input shaft. The hub then locks first gear to the output shaft and drive is transmitted.

Second Gear

The second gear synchromesh hub is fixed to the output shaft. The synchromesh cones synchronize the speed of second gear on the output shaft to the speed of the input shaft.

The hub then locks second gear to the output shaft and drive is transmitted.

Third Gear

The third gear synchromesh hub is fixed to the output shaft. The synchromesh cones synchronize the speed of third gear on the output shaft to the speed of the input shaft. The hub then locks third gear to the output shaft and drive is transmitted.

Fourth Gear

The fourth gear synchromesh hub is fixed to the output shaft. The synchromesh cones synchronize the speed of fourth gear on the output shaft to the speed of the input shaft. The hub then locks fourth gear to the output shaft and drive is transmitted.

Fifth Gear

The fifth gear synchromesh hub is fixed to the output shaft. The synchromesh cones synchronize the speed of fifth gear on the output shaft to the speed of the input shaft. The hub then locks fifth gear to the output shaft and drive is transmitted.

Reverse Gear

Reverse gear is incorporated into the 1st and 2nd gear hub, which is fixed to the output shaft. When reverse gear is selected the 1st and 2nd selector shaft is moved, a fixed arm on the shaft interlocks with the reverse gear arm, moving the gear into mesh with the fixed hub.

An interlock mechanism includes an inhibitor to physically prevent reverse gear from being inadvertently selected directly from 5th gear.

Service Information R65

The oil drain and filler level plugs on the R65 gearbox are both positioned in the differential housing on the main gearbox housing. Both plugs have an external hexagonal 17 mm head.

With the vehicle on level ground, the gearbox is filled until the oil is level with the bottom of the filler/level

NOTE: 1st and 2nd selector fork does not move during reverse engagement.

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plug hole.

There is no requirement for maintenance at any of the service intervals.

Fig. 90: R65 Drain And Fill Plugs Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 91: R65 Transmission Identification Label Courtesy of BMW OF NORTH AMERICA, INC.

MINI COOPERS

The manual transmission and final drive assembly fitted to the MINI COOPER S has been specifically manufactured by Getrag for this application. This transmission has 6 forward speeds and is rated for a maximum torque input of 210Nm, enough to handle the output of the supercharged engine.

The gearshift pattern has reverse to the left of 1st gear. 6th gear is opposite 5th gear. The neutral position is in the 3rd /4th gear plane.

The gearbox uses the reference code "285".

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Fig. 92: Getrag 285 Transmission Assembly Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 93: Getrag 285 Shift Pattern Courtesy of BMW OF NORTH AMERICA, INC.

Features of the Getrag 285 Transmission include:

Three shaft design with four fixed gears on the input shaft

Seven gears on two output shafts

Overall length of 322 mm including the clutch housing

All gears have synchromesh

Aluminum die cast housings

All housings sealed with liquid sealer

Primary components of the 285 transmission are:

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Gears and Shafts

Clutch Housing

Gearbox Housing

Gear Change Housing

Shift Mechanism

System Components

Gears and Shafts

The 285 Transmission contains two output shafts in addition to the one input shaft. The input shaft is supported on a roller bearing in the clutch housing and a sealed ball bearing race in the gear case. The output shafts are both supported by roller bearings in the clutch housing and sealed ball bearing races in the gear case. All speed gears with the exception of first are supported on needle roller bearings. First gear is supported on a roller bearing. The differential assembly is supported on a pair of tapered roller bearings.

Output shaft 1 provides Reverse, 3rd and 4th gears. Output shaft 2 contains 1st, 2nd, 5th and 6th gears. Both Output shafts are meshed with the final drive output gear.

Fig. 94: Getrag Output Shafts Courtesy of BMW OF NORTH AMERICA, INC.

Gear Box Housing

The gearbox assembly is constructed from four die casts aluminum housings.

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Fig. 95: Getrag 285 Gear Box Housing Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 96: Getrag 285 Clutch Housing Courtesy of BMW OF NORTH AMERICA, INC.

Shift Mechanism

The shift mechanism consists of a single shift shaft and four shift rods. The shift shaft is supported by roller bearings. The shift forks are manufactured from die cast aluminum.

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Fig. 97: Getrag 285 Clutch Housing Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 98: Getrag Internal Selector Mechanism Courtesy of BMW OF NORTH AMERICA, INC.


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Fig. 99: First Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 100: Second Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 101: Third Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 102: Fourth Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 103: Fifth Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 104: Sixth Gear Power Flow

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Fig. 105: Reverse Gear Power Flow Courtesy of BMW OF NORTH AMERICA, INC.

Service Information Getrag 285

The oil drain and filler level plugs on the Getrag "285" are both positioned in the differential housing on the main gearbox casing. Both plugs have an 8 mm Allen key.

There is no requirement for maintenance at any of the service intervals.

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Fig. 106: Getrag 285 Drain And Fill Plugs Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 107: Getrag Transmission Identification Label Courtesy of BMW OF NORTH AMERICA, INC.

Notes:

AUTOMATIC TRANSMISSION (MINI COOPER ONLY)

The ECVT (Electro Constantly Variable Transmission) is available on the MINI COOPER. The origins of the Continuously Variable Transmission (CVT) manufactured by ZF dates back to 1974 with, at that time, a revolutionary rubber drive belt. After several years of development, a new generation of CVT has evolved, incorporating the use of a steel drive belt.

Purpose of the System

The stepless shifting pattern of the transmission provides a very comfortable drive, as well as having full vehicle performance, available at any time.

The advantages of using an automatic transmission of this type are:

Low engine revolutions at constant speeds.

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Improved emission control/fuel consumption.

Low noise, vibration and harshness levels.

Smooth acceleration.

Flexible driving on mountain roads.

The ECVT consists of a number of elements that are divided into three groups, depending upon their function.

Group One

Elements providing the mechanical torque flow through the transmission. These elements are:

Planetary gear set

Multiplate clutches

Primary pulley

Steel drive belt

Secondary pulley

Pinion shaft

Differential unit

Group Two

These elements relate to the hydraulic system. This system enables the transmission to transmit power and to vary the ratio in a proper way, according to load conditions and driver demand.

Hydraulic pump

Hydraulic control unit

Group Three

These elements are externally connected to other systems.

Ratio Control Motor

Park/Neutral Switch

Output Shaft Speed Sensor

Instrument Cluster Display

Selector Shift Mechanism

Steering Wheel Remote Buttons (Optional)

GIU (gearbox interface unit)

The Ratio Control Motor, Park/Neutral Switch and Output Shaft Speed Sensor are inside the transmission.

System Components

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Group One

Planetary Gear Set

The planetary gear set enables the transmission to provide a drive torque in two directions, forward and reverse, to the drive shafts. Engine torque always enters the transmission through the planet carrier via the input shaft. This carrier can be directly connected to the sun-wheel by the forward multi-plate clutches. When it does, the epicyclic gear set rotates as one unit, and engine torque is transmitted directly to the primary pulley. The planet gears do not transmit any torque, therefore no mechanical loss will occur in the planetary gear set and the primary pulley will rotate in the same direction as the engine. This is the forward drive mode.

In reverse mode, the annulus of the planetary gear set is held stationary by the reverse multi-plate clutches. Three pairs of planet gears are driven by the planet carrier, forcing the sun-wheel to rotate in the opposite direction.

Fig. 108: Planet Gears Courtesy of BMW OF NORTH AMERICA, INC.

Multiplate Clutches

There are two Multiplate wet clutch packs; one forward and one reverse. Each pack has three friction plates providing six friction surfaces. Hydraulic pressure controls the clutches to allow the vehicle to move away smoothly regardless of the degree of throttle opening and by controlling the slip, allow the vehicle to be held stationary after a drive gear is engaged. Oil from the oil cooler is directed to the clutch plates to prevent overheating of the friction surfaces.

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Fig. 109: Multiplate Clutches Courtesy of BMW OF NORTH AMERICA, INC.

Primary Pulley, Secondary Pulley, Steel Belt

The main design feature of the CVT is a pair of steel "V " shaped pulleys connected by a steel drive belt. The distance between centers of the primary and secondary pulley is 155 mm. Each pulley consists of one fixed half and one movable half, both having 11 degree sloping sides. A 24 mm wide "Van Doorne" push type drive belt is used to transfer torque between the pulleys. The belt is lubricated and cooled by an oil jet from a nozzle. Both moving halves are situated diagonally opposite to each other in order to reduce misalignment of the drive belt during shifting.

Fig. 110: Multiplate Clutches Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 111: ECVT Drive Belt (2 Of 2) Courtesy of BMW OF NORTH AMERICA, INC.

The steel drive belt has approximately 450 segments and is held together by 24 steel bands, 12 on each side. All the segments are of the same thickness.

Pinion Shaft

The pinion shaft creates a two-set helical gear reduction between the secondary pulley and the crown wheel. In this way, the rotational direction of the drive shafts will be correct. The reduction between the secondary pulley and the drive shafts can be made large enough to give good vehicle performance. The pinion shaft is supported by two conical bearings, one in the clutch housing and one in a separate bearing support.

Fig. 112: Pinion And Crown Wheel Courtesy of BMW OF NORTH AMERICA, INC.

Differential

Drive torque on the crown wheel is transmitted to the vehicle wheels via a bevel gear differential, just as in a manual transmission. The crown wheel is bolted to the differential case with 8 bolts. The drive shafts are fitted

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to the differential with conventional CV joints and seals. Conical bearings are used to support the differential.

Fig. 113: Differential Courtesy of BMW OF NORTH AMERICA, INC.

Group Two

Oil Pump

The pump within the transmission is an externally toothed gear pump. The engine drives it via a shaft through the hollow primary pulley shaft. The pump shaft is splined to the planet carrier, which always runs at engine speed. System pressure reaches 40 bar. The oil pressure is used both for controlling the transmission hydraulically, and for lubrication purposes.

Fig. 114: Oil Pump Assembly Courtesy of BMW OF NORTH AMERICA, INC.

Hydraulic Control

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The CVT is controlled by a number of valves that respond to mechanical, electrical and hydraulic inputs. The control system is designed to control the pulleys and the clutches in the following three ways:

Flow to and from the primary pulley is controlled to command the correct transmission ratio for all driving conditions.

Secondary pressure is supplied to the secondary pulley to ensure that there is always adequate clamping force onto the belt for all load conditions. A solenoid valve influences the secondary pressure control valve, optimizing the pressure and hence the belt tension between the primary and secondary pulleys. This pressure optimization improves fuel consumption.

The clutch control consists of:

Selection of the correct clutch (forward or reverse). Engagement of forward or reverse gear via the selector mechanism operates the manual valve directing oil to the appropriate clutch.

Control of the operation needed for take off:

A solenoid valve acting on the clutch valve controls the clutch application pressure to ensure smooth clutch engagement and drive away at all throttle openings.

Pitot Pressure

Engine speed and hydraulic pressure monitoring is accomplished through two Pitot Pressure Systems. Each system consists of a pitot chamber and a pitot pipe. The pipe is stationary while the chamber, which is filled with oil and rotating at the speed to be measured.

Hydraulic Control Valves

The Hydraulic Control System consists of the following valves:

Primary Valve

Exhaust Secondary Valve

Cooler Flow Valve

Constant Pressure Valve

PWM Solenoid Clutch Valve

Manual Valve

Secondary Valve

PWM Solenoid Secondary Valve

Exhaust Valve Clutch Pressure

Supply Valve

Reverse Inhibitor Valve

Primary Valve

The function of the primary valve is to regulate primary pressure, controlling the primary pulley, and changing the transmission ratio. The pressure in the primary cylinder defines the position of the primary pulley mobile half. The greater the distance between the pulley halves the smaller the primary radius of the belt and the higher

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the transmission ratio.

Secondary Valve

The secondary valve determines the clamping force on the secondary pulley by regulating the pump pressure. The higher the clamping force, the higher the torque that can be transmitted.

Exhaust Secondary Valve

The exhaust secondary valve regulates overall maximum pressure and controls the secondary pressure in 'Low' for engine speeds up to 1600 - 2000 rpm. This valve improves creep quality that is better at lower secondary pressures. It also creates a smooth transition from the level in creep to the level in low at higher engine speeds. The valve is closed if not in low ratio.

PWM Solenoid Secondary Valve

The PWM solenoid secondary valve influences secondary valve movement, hence belt tension via secondary pulley chamber pressure. The secondary pressure solenoid further modulates the pressure acting on the secondary pressure valve. This optimizes the secondary pressure and hence minimizes losses and improves fuel consumption.

Cooler Flow Valve

The cooler flow valve controls the oil flow through the cooler when D position is engaged. The valve ensures enough oil flow during stall conditions or driving in high ratio for cooling, while ensuring sufficient system pressure is maintained at low engine speeds even under extreme temperatures.

Clutch Valve

This valve regulates the clutch pressure and allows for the adjustment of stall speed. The clutch pressure is derived from the secondary pressure and is controlled by the engine speed pitot, the primary pressure pitot and the clutch PWM solenoid pressure. The clutch valve consists of 1 valve, 2 springs and a plunger.

Exhaust Valve Clutch Pressure

The Exhaust Valve Clutch pressure has two main functions:

Limit the maximum clutch pressure.

Protection of the gearbox from abuse.

The clutch pressure is bled into the exhaust valve, otherwise, with increasing engine speed; the pressure would limit the minimum secondary pressure too much, which would adversely affect fuel economy and could lead to damage within the gearbox.

Constant Pressure Valve

The Constant Pressure Valve establishes a base pressure that is used to supply the supply valve. The constant

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pressure valve acts as a filter for the supply valve and reduces disturbances in the secondary pressure. The constant pressure is also used for the ratio control depending on locking of the clutches. As the ratio approaches overdrive the constant pressure will be supplied to the clutch valve instead of the clutch PWM solenoid pressure.

Supply Valve

The Supply Valve controls the pressure function of the two pitot pressures. A higher engine pitot pressure will cause a higher supply valve pressure and a lower primary pitot pressure will cause a lower supply valve pressure. If both pitot pressures rise by the same amount the supply pressure will also increase. The supply pressure forms an input to the clutch PWM solenoid and is also used for belt lubrication and oil supply to the pitot systems.

PWM Solenoid Clutch Valve

Influences clutch application pressure by biasing the clutch valve. Permits a variety of strategies to be applied to the engagement process.

Reverse Inhibitor Valve

The Reverse Inhibitor Valve prevents the reverse clutch from being energized above a specified forward speed.

Manual Valve

The manual valve has four positions, each corresponding to a position of the selector lever inside the vehicle. Choosing reverse or drive activates one of the two clutches whereas in the neutral and park position both clutches are released. The engine can only be started with the selector lever in the neutral or park position, in all the other positions the starter circuit is inhibited.

Group Three

Ratio Control Motor

The Ratio Control Motor is housed inside the transmission, adjacent to the oil cooler pipe connections. The motor and solenoids are connected to the main harness via a circular connector. The motor is operational in all transmission modes and controls the hydraulic control unit to adjust the primary pulley to the appropriate position.

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Fig. 115: Ratio Control Motor Courtesy of BMW OF NORTH AMERICA, INC.

The motor which controls the transmission ratio is a linear actuator and a bi-polar stepper motor.

Park/Neutral Switch

The selector cam activates the park/neutral switch, which prevents the car from starting in reverse or drive and switches on the reverse lights when in reverse. The switch status is also used by the EMS 2000 in conjunction with the gear selector switch to establish the correct driving mode.

The switch is operated by a cam, which also operates the hydraulic control unit within the transmission. The selector lever via a cable to the transmission operates the cam. The switch has two positions and performs several functions, one of which is to inform the EWS immobilization unit that the transmission is in the park or neutral positions. The EWS unit will then enable the starter relay coil to be energized, thus allowing the engine to be started.

When the selector lever is in the park or neutral position and the ignition is switched on, the EMS 2000 will energize a shift lock solenoid on the selector lever. This locks the lever in the park or neutral position. The selector lever cannot be moved from the park or neutral position until the footbrake is applied.

Fig. 116: Park/Neutral Plunger Courtesy of BMW OF NORTH AMERICA, INC.

Output Shaft Speed Sensor

The ECVT transmission has a dedicated secondary speed sensor located in the differential housing. This sensor is a Hall effect sensor and produces a pulse train of approximately 73000 pulses per mile. The sensor allows for

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more precise calculation of transmission output speed that is used in the control strategy systems.

The secondary speed sensor is located so that the sensor tip is close to the crown wheel of the differential. By sensing the crown wheel, the signal is not affected by the different wheel speed signals when the vehicle is cornering.

Fig. 117: Secondary Speed Sensor Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 118: Instrument Cluster Display Courtesy of BMW OF NORTH AMERICA, INC.

Instrument Cluster Display

A Liquid Crystal Display in the instrument cluster shows the current drive mode and selected gear. The display includes the following characters, 'P', ' R', 'N', 'D', ' SD', '1', '2', '3', '4', '5', '6' and EP. During Adaptations "X" will be displayed in front of the normal character (e.g XP).

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Selector Mechanism

Selection of the required driving mode, through the selector lever inside the vehicle, activates a selector shaft within the transmission. A push/pull type cable connects the lever in the car and the shaft on the gearbox. A cam fitted to the selector shaft is also connected to the manual valve of the control system, and selects one of its five desired positions (PRNDS/M). Moving the selector lever across the gate trips a proximity sensor.

A spring and cone operated pawl mechanically locks the secondary pulley when the selector lever is moved to the Park position. If selection of park is made at speed the pawl will rattle without engaging Park. It will not engage until the vehicle speed drops below approximately 3 mph.

Fig. 119: Parking Lock Courtesy of BMW OF NORTH AMERICA, INC.

Movement of the selector lever (or steering wheel buttons) in a forward direction, plus (+), changes the transmission up the gear ratios and movement in a rearward direction, minus (-), changes the transmission down the gear ratios.

Fig. 120: ECVT Gear Positions Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 121: ECVT Remote Gear Change Button Courtesy of BMW OF NORTH AMERICA, INC.

GIU (GearBox Interface Unit)

The main function of the GIU is to allow communication between the ECVT and the EMS 2000. The GIU has the following functions:

Conversion of inputs from the selector lever switches (and steering wheel switches if fitted) into a CAN instruction that is read by the EMS 2000.

Drive the LED's to display transmission mode.

Conversion of the CAN instruction for the EMS 2000 into electrical signals to drive the ratio control motor, clutch and secondary pressure solenoids.

Gearbox Interface Unit Inputs

There are many inputs the GIU requires for correct functionality:

Selector lever switches.

Steering wheel switches (if fitted).

Park/Neutral switch.

CAN messages from the EMS 2000.

Selector Lever Switches

The park, reverse, neutral and drive switch is located on the left-hand side of the selector lever, secured to the base plate with two screws. The switch is connected to the main harness by a ten-pin connector.

The park, reverse, neutral, drive and manual switch has four proximity sensors that correspond to the four selector lever positions. Two further proximity sensors correspond to the manual +/- positions. The selector lever has two targets, upper and lower. The upper target is aligned with the park, reverse, neutral, drive and

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manual sensors and the lower target aligns with the +/- sensors.

Fig. 122: ECVT Selector Lever Mechanism Courtesy of BMW OF NORTH AMERICA, INC.

When the selector lever is moved to the manual/sport position, the upper target moves away from the drive proximity sensor. The GIU senses this and puts the transmission into manual/sport mode. The transmission will operate in sport mode until the GIU senses that either the + or the - proximity sensor is operated, the GIU will then operate the transmission in manual mode.

CAN Communication

The communication between EMS 2000 and GIU is by CAN. The EMS 2000 talks directly to the ECVT interface GIU via the CAN link. The GIU sends the EMS 2000 information on the following:

The current status of the park, reverse, neutral and drive switches.

The current status of the sport/manual switches.

The current status of the +/- switches (steering wheel buttons if fitted).

The current status of the +/- switches (selector lever).

Fault status of all active components.

The current status of the Park/neutral switch.

The EMS 2000 provides information for the transmission GIU via a CAN-bus. The EMS 2000 controls the position of the ratio control motor indirectly (by means of instructing the GIU to control the motor to a given position).

The EMS 2000 can interrogate the GIU for fault diagnostics and to request real time data and system performance checks when the vehicle is connected to DISplus.

Notes:


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CVT Principles

Unlike conventional planetary automatic transmissions that provide a limited number of gear ratios, usually three, four or five, the CVT, as its name suggests, continuously varies the gear ratio.

A low gear (low ratio) makes it easier to pull away from a rest position, the drive pulley being relatively small, while the driven pulley is large by comparison. The drive belt is used to transmit power and torque.

The CVT uses a primary pulley and a secondary pulley. Both pulleys have one fixed half and one mobile half, controlled by hydraulic pressure. The position of the drive belt on the pulleys will determine the ratio. If the mobile half of the pulley is close to its opposite half then the drive belt is forced to travel around the outer circumference. When the pulley is open wide then this circumference is reduced. The primary and secondary pulley mobile halves are diagonally opposed so when the drive belt diameter is reduced on the primary pulley, it increases on the secondary pulley.

To pull away, a low ratio is required. To provide this, the primary pulley is open, allowing the drive belt to sit down into the pulley and forcing it to run around the outer part of the closed secondary pulley.

Fig. 123: ECVT Pulleys In LOW Position (1 Of 2) Courtesy of BMW OF NORTH AMERICA, INC.

As vehicle speed increases, a higher gear ratio is required. To do this, the primary pulley gradually moves towards its fixed partner, increasing the pulley circumference. At the same time the secondary pulley is forced apart reducing pulley diameter, therefore creating a higher gear ratio.

If acceleration continues to take place, further up-shifts may be made until the drive pulley diameter is as large as possible and the driven pulley diameter is as small as possible. Therefore, for every revolution of the drive pulley the driven pulley revolves several times.

This degree of change can be controlled to ensure that the most suitable ratio is provided. An overdrive ratio is obtained when the primary pulley is fully closed and the secondary pulley is fully open. The secondary pulley is

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now forced to rotate approximately two and a half times for every turn of the primary pulley.

Fig. 124: ECVT Pulleys In LOW Position (2 Of 2) Courtesy of BMW OF NORTH AMERICA, INC.

Drive Plate

The engine is connected to the input shaft in the transmission, via a torsional damper, instead of the torque converter used by more conventional automatic transmissions.

Fig. 125: Drive Plate Courtesy of BMW OF NORTH AMERICA, INC.

Mechanical Operation

Selector Lever in Park or Neutral

In this condition motion is not transferred to the wheels as both clutches for reverse (2) and forward gears (4) are disengaged.

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The transmission input shaft (1) turns at the same speed as the engine.

The reverse gear clutch (2) is disengaged.

The forward gear clutch (4) is disengaged.

The planetary gears (3) idle around the sun gear.

As the sun gear does not move, neither does the primary pulley (5), the secondary pulley (7) and, subsequently, the vehicle.

Fig. 126: ECVT Operation Diagram (Park/Neutral Position) Courtesy of BMW OF NORTH AMERICA, INC.

Selector Lever in Drive Position

Under these conditions, the epicyclic set of gears, the planetary gears (3), the sun gear and the outer ring gear are held by the forward clutch (4) that is engaged.


The reverse clutch (2) is disengaged.

The forward clutch (4) is engaged.

The planetary gears (3) the sun gear and the annular ring gear of the epicyclic train will rotate together.

The primary pulley (5) turns at the same speed as the engine in the forward gear direction.

The secondary pulley (7) turns in the forward gear direction at a speed that depends upon the belt ratio for

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that operating condition.

Fig. 127: ECVT Operation Diagram (Drive Position) Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 128: ECVT Operation Diagram (Reverse Position) Courtesy of BMW OF NORTH AMERICA, INC.

Selector Lever in Reverse Position

Under this condition, the reverse clutch (2) is engaged and makes the annular ring gear (9) lock to the transmission case. The planetary gears (3) force the sun gear (10), the primary pulley (5) and the secondary pulley (7) to turn in the opposite direction to the transmission input shaft (1). Therefore reverse gear is now selected.


The reverse clutch (2) is engaged.

The forward clutch (4) is disengaged.

The annular gear (9) is held stationary with the transmission case by means of the reverse clutch (2).

The planetary gears (3), which are driven directly by the transmission input shaft (1), turn around the annular gear (9). Therefore they force the sun gear (10), the pulley (5) and the secondary pulley (7) to turnin the reverse gear direction.

Electronic Controls

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The ECVT is based on a standard CVT unit with electronic components fitted to control the gear ratios, the secondary pressure and the clutch pressure. The location of the components that form the steptronic transmission vary depending upon vehicle installation.

All of the control methods associated with the transmission are run as part of the EMS 2000 software. The EMS 2000 receives inputs from the main sensors of this system, communicates with the gearbox interface unit (GIU) to control the transmission, accepts driver inputs and provides information to the driver via the instrument cluster.

The control of the transmission is integrated with the EMS 2000 and a GIU enables this integration, acting as a slave/interpreter for the EMS.

EMS 2000 can control the transmission so that the input shaft speed, relative to the output shaft speed, is fixed in one of six ratios. This gives the effect that the vehicle has a six speed manual transmission with a sequential gear change.

The system protects the transmission, while in manual mode, against shifts that could be potentially dangerous or could damage the engine, for example, shifting to first gear at 90 mph, or shifting to top gear at 10 mph. In addition, if the driver does not shift up, the next gear will be automatically selected when the engine revolutions reach approximately 6000 rpm. Equally, if the driver does not shift down when reducing vehicle speed, the system performs the down-change automatically thus ensuring the transmission is in the appropriate gear when throttle is applied. This prevents excessive clutch slip should the throttle pedal be reapplied.

Driving and ambient conditions can influence the pulley positions, these conditions include:

Oil temperature

Clutch slip

Hydraulic balancing of the controlling cylinders

Hydraulic pressure within the control lines

The primary and secondary pulleys alter their position to maintain the commanded transmission input/output ratio.

All inputs and outputs of the ECVT control system pass through the EMS 2000 and the GIU The EMS 2000 monitors the speed of the transmission output shaft and communicates with the GIU to select the correct gear ratio to suit the current driving conditions. The GIU drives the park, reverse, neutral, drive and sport LED module to display the selected gear next to the gear selector lever and the EMS drives the instrument cluster display.

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Fig. 129: ECVT Control System Diagram Courtesy of BMW OF NORTH AMERICA, INC.

Modes of Operation

The transmission control is incorporated into the EMS 2000. The EMS 2000 does not control the transmission ratio directly but does provide all of the intelligence relating to the required position of the ratio control motor. It also provides the intelligence for how fast it should be operated.

The EMS 2000 controls the transmission in one of four modes:

Drive mode (normal CVT driving).

Sport CVT mode or Low CVT mode.

Manual mode.

Fault mode.

In the CVT modes, the control system operates by deriving a target engine speed based on current vehicle speed and driver demand. In manual mode, the system derives a target engine speed based on the vehicle speed and the current gear ratio. Having obtained an engine speed target, the system calculates the appropriate ratio

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control motor position and instructs the GIU to deliver this position.

The engine load calculation will depend on two factors:

1. The vehicles road speed.

2. The driver's demand (throttle position).

The EMS 2000 also needs to control the speed of the ratio control motor in order to protect the transmission from damage due to drive belt slippage. This is more likely to occur at low transmission oil temperatures, and when the transmission is delivering a large change in ratio (for example, after a manual gear change, or sudden throttle movement in Drive mode).

Four speeds are used by the Ratio Control Motor. The motor is accelerated as appropriate to ensure the motor does not lose its reference, thereby compromising system control. The EMS 2000 also knows the maximum torque that the belt can transfer across all possible ratio ranges. It is extremely important that the belt is not allowed to slip on the pulleys, as this would cause excessive wear.

Target Engine Speed

The target engine speed is critical in deciding the position of the ratio control motor. The EMS 2000 will keep changing the ratio of the motor to achieve the target engine speed. The target engine speed is mapped inside the EMS 2000 against Road speed and Driver demand (throttle angle).

The map is not linear. To achieve good driving characteristics the engine target speed map is programmed to overcome.

The initial engine speed required to build pressure within the hydraulic clutch.

The hydraulic profile of the transmission itself.

The engines power and torque profile.

When the transmission is operating in the D mode (drive), the driver does not experience full engine power until the road speed reaches 50 mph.

Sports Mode

The EMS 2000 uses the same map programmed into the EMS 2000 as it uses for normal Drive mode but applies a scalar function to the throttle angle. For example if the driver selects sports mode and has the throttle applied by 40%, the scalar function will be applied so that the EMS 2000 uses a throttle angle of 60% to calculate its target engine speed. The instrument cluster display will change from 'D' to 'SD'.

Manual Mode

As soon as the EMS 2000 receives one of the "+ or - " switched inputs via the GIU, the EMS 2000 stops displaying 'S', and changes to one of six gear position displays.

Fault Mode

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When the EMS 2000 or GIU detects a fault, the EMS 2000 will try to position the ratio control motor so that the engine speed in most driving conditions is around 2800-3200 rpm. In this position the vehicle still has reasonable driving characteristics. For certain failure modes, where the EMS 2000 cannot command the position of the motor, the GIU will set the motor position to 130 steps (full range of travel is 0-214 steps). In this case, the engine speed in most driving conditions will be 3750-4000 rpm.

The EMS 2000 will instruct the instrument cluster to display 'EP', or the Engine MIL depending on legislative requirements. There are certain faults that when stored will not cause the EMS 2000 to default the transmission into its limp home position.

These are:

Gear lever + switch failure.

Gear lever - failure.

Steering wheel + switch failure (if fitted).

Steering wheel - switch failure (if fitted).

Shift interlock system fault.

Centre Console LED fault.

A gearbox default is not necessary for these failures because the control of the gearbox is not compromised; it is only necessary to warn the driver. The EMS 2000 will not operate the sequential gear changes in manual mode if these switches are faulty.

Transmission Adaptation

Due to manufacturing tolerances in the transmission, and since the ECVT system is subject to many strict legislative requirements, it is essential to put the control system through a learning procedure, before the transmission can be controlled effectively.

The 'learn ' mode can be recognized because the LCD gear display will display an 'X ' character in addition to the current drive mode. The 'star' stands for fast adaptation - the control system is being adapted to adjust its control thus optimizing the performance of the transmission within the particular vehicle. If the transmission or EMS 2000 is changed, the fast adaptation procedure must be repeated.

There are two procedures that must be completed before the star on the display is removed.

Clutch Adaptation

A dealer diagnostic procedure has been written for this function. It is essential that this procedure be followed for a reliable clutch adaptation. Follow the instructions given by the procedure. Having completed the instructions, the ratio adaptation drive cycle can be completed.

Ratio Adaptation

The transmission hydraulic/mechanical characteristics can be mapped inside the EMS 2000. The curve of the input shaft speed verses output shaft speed looks like a straight line up to approximately 2,500 rpm. It then

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plateau's before rising in a curved manner. This profile will be a similar shape for all transmissions but its position plotted against engine speed will vary.

The EMS 2000 knows the shape of the profile and monitors the actual engine speed relative to the mapped engine speed. The EMS 2000 learns, through historical control, a new profile that is more representative of the actual transmission characteristics. The EMS 2000 also monitors the amount this line moves from the mapped line, as long as this difference is within its tolerance band, the EMS 2000 accepts the value and learns from it. If the actual value goes beyond the adaptive tolerance the EMS 2000 will perform a reset. If the value still exceeds the adaptive tolerance band, the EMS 2000 will store a fault code and place the transmission into its default position.

The figures quoted are only representative, due to the nature of the adaptation, these may or may not be correct. When setting the fast adaptation, the control system will initially target 5,000 rpm in order to learn the ratio control motor position at this engine speed. Once the vehicles power train is stable enough for an adaptation to take place, the ratio control motor position is noted and the control system will target 4,500 rpm. This process continues subsequently targeting 4,000, 3,500, 3,000, 2,500, 2,000, 1,900, 1,800, 1,700, 1,600, 1,500, 1,400. When the 1,400 rpm point has been adapted, normal operation will commence.

To set the fast adaptation procedure drive the car, on a level road, at around 60 km/h in ECVT drive mode, and then lift off the throttle.

As the vehicle decelerates (do not use the brakes) the adaptations will occur. If the vehicle speed drops too far before the process is complete, the engine speed will drop from its targeted speed back towards idle.

The instrument cluster display will continue to display the "X" character, and the transmission will not operate normally. If this happens, simply repeat the process by accelerating back to 60 km/h and lift off the throttle again to give the software a chance of learning the remaining points. When the procedure is complete, the display will return to normal.

On the completion of a fast adaptation, the lifetime adaptation strategy will commence, fine tuning the response of the control system for the transmission attached to a particular vehicle.

If either the EMS 2000 or transmission is changed during the service life of the vehicle, the fast adaptation strategies must be reset, which in turn will reset the lifetime strategy so it starts learning from the new base point.

Drain & Refill Procedure

The ECVT gearbox contains three plugs, one is used for draining, one is used for fill/level and the other for fill only. On the MINI it is recommended that the oil fill takes place from the underside of the gearbox through the fill/level plug. There is another oil fill plug on the top of the gearbox that is used in other applications but is not suitable for MINI due to lack of access.

The ECVT oil change is carried out at every "Inspection" service.

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Fig. 130: Drain Plug Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 131: Under Car Panel Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 132: Refill/Level Plug Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 133: Adapter In Filler Plug Courtesy of BMW OF NORTH AMERICA, INC.

Shut the valve of the hydraulic equipment, to ensure no oil flow takes place in either direction. Lower the vehicle sufficiently, (Note: ensure road wheels are approximately 15 cm off the ground, as it is necessary to operate the vehicle in drive mode.) Ensure the parking and foot brake are applied firmly, start the engine and allow 10 seconds of engine running time before moving the gear lever from P (park). Shift the gear lever into each position and allow the gear lever to rest in each of its positions for 5 seconds before progressing to the next position. The final part of this process will require the gear lever to be moved into the Drive position and the foot brake released. A light throttle application will be sufficient to shift the gearbox through the various ratios, this should be carried out 2 times, after completion apply the foot brake and return the gear lever to the park position. Keep the engine running and raise the vehicle.

With the oil temperature between 30°C and 50°C remove the hydraulic equipment and special tool, (Note: care must be taken to prevent scalding). Should the filler tube run dry very quickly, the gearbox is likely to be under filled. Refit the Special Tool and pump an additional amount of oil into the gearbox. Remove the Special Tool and wait until the oil flow begins to slow and then refit the fill/level plug.

Fig. 134: View Of Filler Tube Inside Transmission Courtesy of BMW OF NORTH AMERICA, INC.

Service Information

At present repair/replacement is limited to:

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Drain and refill

Inhibitor switch and 'O' ring

Selector shaft oil seal

Input shaft and drive shaft oil seals

Primary cover

Secondary cover 'O' rings

Sump gasket

Oil cooler pipe and unions

Diagnostics

All diagnostics of the ECVT are carried out via the EMS. Using DISplus, the EMS can request actions from the GIU and monitor these actions for the correct performance. A requirement has been identified for the GIU to perform an integrity check on its output drives. This mode will be engaged as part of the end of line testing during production, and also for the technician performing diagnostic testing. In response to these signals, the GIU shall perform the following:

Perform a test on the LED drives.

Test both the clutch and pressure solenoids.

Attempt to move the motor through a complete cycle.

Once the operation of the EMS 2000 has been established, the GIU operation should be established. The CAN link between the GIU and the EMS 2000 can be verified by observing the LCD display in the instrument cluster. The display should change in accordance with the gear lever selector and is an indication that the selector switches are operational and the drive from the EMS 2000 to the instrument cluster is operational.

If the ratio control motor is suspected to be faulty the following procedure can be carried out to confirm its state:

PROBLEM SYMPTOMS CHART

NOTE: All service repair and replacement procedures should be carried out in accordance with the workshop manual.

Fault/Symptom Most Likely Causes

Transmission stays in highest ratio. Vehicle pulls away as normal, but engine speed does not rise as normal

Road speed sensor fault

Road speed sensor interfrence

Fault with EMS 2000 or Drive-by-wire system

Ratio Control Motor fault

Vehicle pulls away and accelerates sluggishly Transmission malfunction

Sticking Primary valve

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Turn the ignition off and wait 5 minutes for the EMS 2000 to power down.

Unplug the connector from the GIU and using a multi-meter measure phase coils across pin 5 & 6 and then 7 & 8. The reading should be between 18-30 Ohms.

When a reading cannot be obtained, try reading the phase coils on the transmission connections by probing the connection directly on the transmission.

When readings can not be obtained at the transmission, the motor is assumed to be faulty.

DRIVESHAFTS

The old Mini had an outer constant velocity joint and "Moulton" rubber coupling for the inner joint, this is in fact a combination of rubber and metal. The construction was a metal cross inside rubber bushings encased with steel shells. The coupling was connected to the shaft and differential flange by "U" bolts, two holding it to the shaft, two holding it to the flange. Early Cooper "S" and vehicles with an automatic gearbox had a "Hardy Spicer" universal joint. Horizontal movement of the shaft was by a sliding joint incorporated into the mounting for the coupling. These inner joints later changed to a plunge joint for all models.

Transmission stays in lowest ratio. Vechicle pulls away as normal, but engine speed rises rapidly to around 6000 rpm at 30 KPH

Ratio Control Motor Fault

Ratio Control Motor Wiring

Transmission malfunction

Engine speed stuck at a constant speed for most driving conditions

Selector switch fault

Selector cable fault

Link lost between EMS 2000 and GIU

Ratio Control Motor Fault

Road Speed Sensor Fault

No Creep in D

Transmission is overheating

Clutch solenoid fault

GIU Fault

Transmission Fault

High engine load in D

Open or Short Circuit LED drives

GIU Fault

Transmission Fault

No centre console LEDs with ignition On

Open or Short Circuit LED drives

GIU Fault

EMS 2000 Main Relay fault (No power to GIU)

Invalid Selector Position/Selector Fault

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Purpose of the System

Much the same as the old Mini, drive on MINI is transmitted through the front steering wheels, consequently the design of these shafts is different to those on rear wheel drive vehicles, as a greater degree of articulation is required on the outer joints.

Two different diameters of joints for inner and outer are used. The larger size is for the MINI COOPER S and the smaller for MINI COOPER with R65 or ECVT gearboxes.

Fig. 135: Driveshafts Courtesy of BMW OF NORTH AMERICA, INC.

Primary components of the Driveshaft System include:

Driveshafts Left and Right Side

Intermediate Shaft Right Side Only

Support Bearing

Outer Joints

Inner Joints

Front Hubs

DRIVESHAFT AND INTERMEDIATE BAR SHAFT LENGTH AND DIAMETER SPECIFICATION

System Components

The drive train for all three gearboxes consists of the same elements. A final drive, offset to the left of the center line of the vehicle by varying amounts. An intermediate shaft connects to the right hand side of the final drive with a support bearing at its outer end. The support bearing is fixed by a bracket and bolts to the engine block lower and ladder rail and incorporates the inner joint. This configuration in effect gives two drive shafts of equal length. The benefit of this is to reduce drive shaft derived torque steer that can be a problem on front

Model Drive Shaft Bar Shaft Location Intermediate Bar Shaft Length Diameter Circlip Spring Length DiameterR65 395 mm 22.8 mm Yes 400.5 mm 28 mmECVT 385 mm 22.8 mm Yes 415.4 mm 28 mmGetrag 372 mm 24.9 mm Yes 450.6 mm 28 mm

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wheel drive cars with un-equal length drive shafts.

Driveshaft Bar Shafts

The inner and outer joints are connected together by bar-shafts of solid construction but different lengths and diameters depending on the gearbox used. All outer joints have shields to protect the wheel speed sensors. ECVT and R65 have shields on the inner joints to protect the drive shaft seal. The MINI COOPER S has no need for a shield on the left hand inner joint due to the proximity of the inner joint to the differential housing.

Support Bearing

Fig. 136: Right Hand Drive Shaft And Support Bearing Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 137: Support Bearing Courtesy of BMW OF NORTH AMERICA, INC.

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Outer Joints

To achieve greater articulation the outer joint has six ball bearings located in a cage running on convex grooves on the inner race and longitudinal elliptical grooves in the outer joint. The outer joint construction allows the joint to turn at the same speed as the shaft when in line and when the joint is turned through any position up to 45°. The name for this type of joint is "constant velocity". This design applies to the outer joints on all models.

Fig. 138: Drive Shaft Outer Joint Assembly Courtesy of BMW OF NORTH AMERICA, INC.

Fig. 139: Outer Joint Components (1 Of 2) Courtesy of BMW OF NORTH AMERICA, INC.

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Fig. 140: Outer Joint Components (2 Of 2) Courtesy of BMW OF NORTH AMERICA, INC.

Inner Joints

The inner joint is of the tripod type with spherical bearings to reduce sliding resistance. The joint has three bearings supported on needle roller bearings. This allows the shaft to slide horizontally inside the joint. The horizontal sliding movement will allow the overall length (differential to hub) of the shaft to increase or decrease as required with suspension travel.

A maximum drive angle of 25° is possible with this type of joint but the working angle is normally less than 10°. This is why tripod plunge joints are normally positioned at the differential end of the drive shaft.

On the left hand inner joint, used with the R65 gearbox, the drive shaft it is retained in the differential by pressure from a spring located between the two halves of the inner joint.

Fig. 141: Inner Joint Retention Ring (Getrag/ECVT) Courtesy of BMW OF NORTH AMERICA, INC.

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On ECVT and Getrag the left hand drive shaft is located in the differential by a spring ring on the end of splines.

Front Hub

The front hub is a unitary construction with the wheel flange. The flange acts as the outer race of the outer bearing and is machined to take the outer race of the inner bearing. This hub bearing is of the ball type. The drive shaft is located onto the wheel bearings with multi-splines, and retained by a lock nut. The tightening of the nut provides the correct amount of pre-load on the wheel bearings.

Repair Information

Two different types of lubrication are used for the drive shaft joints. The outer joint uses a graphite-based grease and the inner joint uses high temperature melting point grease.

Drive shaft boots (inner and outer) are available to replace separately in the event of a split or damaged boot. The appropriate type of grease is supplied with the boot kit.

A BMW Special Tool will be available to aid the removal of the left hand drive shaft inner joint from the differential on the MINI COOPER with ECVT and the MINI COOPER S.

The tightening torque for the front hub / drive shaft retaining nut is: 167 - 196 Nm.

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