The Independent American Magazine for all Mini Owners
Issue link: http://mc2.epubxp.com/i/33537
2003 VW/MINI Cooper S Specifications Drive train: 4 cylinder, 1.8-liter, 20-valve turbocharged engine (BAM) 6-speed VW cable-shift manual transmission Custom drive-shafts Standard VW clutch GRS Motorsport intercooler and radiator with electric fan ThinkMini designed and built engine and gearbox mounts ThinkMini designed turbo down-pipe and exhaust system Chassis: R56 alloy rear suspension arms and adjustable tie bars JIC/Cross suspension - 400lbs (front) and 337lbs (rear) spring ratings 2.5 (front) and 2 degrees (rear) negative camber Poly-bushed suspension, both front and rear 341mm diameter Porsche front brake kit Enlarged diameter rear brake disc kit Carbotech XP8 brake pads Goodridge braided flexible brake hoses GP smooth under-trays R56 MINI Challenge car rear diffusers Toyo 888 tires, in 215/45x17J rims Bodywork: Indi Blue paintwork, as standard Roof and mirrors coated in candy flip-flake paint BMW US-specification Aero bumpers and side skirts John Cooper Motorsport carbon rear spoiler Polycarbonate windows, front retains electric wind-down function Interior: Luke FIA-approved 6-point 3-inch harnesses Corbeau Kevlar Revenge front seats Safety Devices full roll cage Thinned-out wiring loom, removed carpets and excess trim Carbon-fibre rear floor panel Innovate Motorsport wideband and data logger SPA electronic gauges Scan Gauge 2. SPA electronic fire extinguisher system Boot floor removed and replace with carbon Odyssey battery located behind passenger seat ‘MinWagen’ seems very unfamiliar. The tick-over settles somewhat, as the engine warms-up, but unlike many modified track cars, the gears, clutch and brakes are not unduly heavy, during low-speed manoeuvres. Our test run on public roads, which was conducted on a typically wet English summer’s day, excluded any performance figuring. Dave’s decision to reduce the engine’s torque output was wise, as restraint had to be exercised, to avoid losing front-wheel traction on damp tarmac. The steering movement is now entirely linear, due to the removal of the electric power assistance, and it retains balanced and communicative weighting. Dave’s choice of both spring and damper settings has been the result of many hours of testing and the car strikes a fine balance between the responsive roll; resistance required for effective track handling, while investing a degree of compliance that is necessary for road use. The brakes, which include a Porsche 993 Turbo front hub conversion, work effectively, even when cold. As the 1.8-liter engine has not been tuned excessively, it remains flexible throughout its rev range and will even accelerate smoothly from 25mph in 6th gear. However, when full turbo boost pressure is developed, the speed increases dramatically and it is impossible to hold full boost for longer than six seconds without either exceeding the British 60mph national speed limit or needing to change gear. All the same, Dave insisted that he did not build his MINI to be a simple, fast-road vehicle. With the R53 in its current state of tune, Dave admitted that he has challenged a new Porsche Carrera 4S to a ¼-mile drag race on-track and, while the MINI could not overhaul it, it did equal the Carrera’s time of 12.3 seconds. In addition, the 0-60mph time of under 5.0 seconds is a considerably quicker than the equivalent MINI Cooper S, although the top-speed of 150mph is restricted by the Volkswagen gearing. Naturally, the ThinkMINI concept has attracted considerable interest around the British MINI community and Dave admitted that the car has become well respected by both Volkswagen and Audi enthusiasts as well. Over 8,000 miles have been covered in it, since the conversion was completed and, other than an obligatory oil change being carried out, not one fault has plagued the MINI, which pays testament to the soundness of the conversion. By using standard Volkswagen components, Dave has achieved a level of performance with this car for a fraction of the outlay that would have been necessary, if he had decided to modify the standard MINI engine. While some North American tuners have managed to extract between 700 and 800 horsepower from the 1.8-liter Volkswagen motor, it is possible that this conversion could open up a range of new performance-related possibilities for owners of the early MINIs. In many ways, it has become a victim of its own success; Dave has been inundated with requests from British MINI fans wanting him to convert their cars. With not enough time to fulfil orders, Dave has concentrated on satisfying the demand from DIY MINI owners who wish to execute their own conversions. He supplies not only his special brackets, drive-shafts and other bespoke items, but also practical advice. Whatever you may think of Dave’s exercise in Teutonic-twinning, it can’t be denied that the conversion opens up an entirely new option for MINI owners seeking big performance gains on a limited budget. 24 www.mc2magazine.com