Good news for XM. As long as you don't have to pay for it, if you don't want to.
Cars and other kinds of motoring gibberish
Started by ahochaude · 3 May 2004 · 4,980 replies
General Discussion
'07 Mini's are turbo.. :bleh:
maybe i can save up enough for the last of the '06 stock.
maybe i can save up enough for the last of the '06 stock.
krim wrote:'07 Mini's are turbo.. :bleh:
So they're dumping the superchargers on the existing models?
seems that way... im torn, they fixed some of the body issues and the "sluggish" feel of the supercharger, but i'd rather have the SC, and a smaller speedometer.
krim wrote:seems that way... im torn, they fixed some of the body issues and the "sluggish" feel of the supercharger, but i'd rather have the SC, and a smaller speedometer.
just asking a questions.....how the hell is a supercharger sluggish...that's instant boost, no lag as with a turbo which requires you to spool up......
Tu_triky wrote:
just asking a questions.....how the hell is a supercharger sluggish...that's instant boost, no lag as with a turbo which requires you to spool up......
sluggish as in not enough pep/go/accel/take off, and the torque is higher in the RPM band, so i read.
the 07's twin scroll kicks the torque up at 2500rpm, peaks around 3k and stays flat to redline.
krim wrote:
sluggish as in not enough pep/go/accel/take off, and the torque is higher in the RPM band, so i read.
the 07's twin scroll kicks the torque up at 2500rpm, peaks around 3k and stays flat to redline.
so you have a twin siiiiiiiiiista....obi wan's failure is complete
krim wrote:sluggish as in not enough pep/go/accel/take off, and the torque is higher in the RPM band, so i read.
You gotta expect that even with a supercharger... It's still a four-banger.
They gotta increase the displacement to like 2 or more liters...
the 07's twin scroll kicks the torque up at 2500rpm, peaks around 3k and stays flat to redline.
That seems reasonable... I read the Porsche turbo uses a variable-vane turbo... Cool. More complex, but cool.
bmwracer wrote:
You gotta expect that even with a supercharger... It's still a four-banger.
yeah that's true but i figured that car is so light it sails....
Tu_triky wrote:yeah that's true but i figured that car is so light it sails....
It's not as light as you think: it's around 2500 pounds, I believe... All that internal steel for structural rigidity.
bmwracer wrote:
It's not as light as you think: it's around 2500 pounds, I believe... All that internal steel for structural rigidity.
i see. i see.
Tu_triky wrote:i see. i see.
The trick with getting the most punch out of a four banger is to keep the revs in the torque/power band....
[image] [image]
Though it looks very similar to the first version - these final photos have some tape disguising that BMW will remove for the vehicle's Paris introduction - the second generation of the modern MINI gets a new body to go along with its new powerplants and upgraded interior.
The new body design was a must. Stricter safety standards in the near future will impact all vehicles sold in Europe. And in the MINI's case, it meant that the nose of the Cooper had to be raised to create more space between the front end and the engine. The new regulations posed a challenge for the MINI, which stays true to the original design and proportion unveiled with the current car in 2001.
The new nose is not only rounder but also higher. Consequently the beltline is 0.7 inches higher. Overall height is unchanged, so the car's glass areas are slightly smaller. The new MINI has grown 2.4 inches longer, but the wheelbase has stayed the same.
Cooper-ating with the French
The MINI's new engines come from a new family of four-cylinders developed with the PSA Group, parent of Peugeot and Citroën. The technology comes from BMW, while PSA had major input in production engineering and purchasing. All MINI engines will be built in the BMW Group Engine Plant in Hams Hall in Great Britain, while PSA will build their engines in France.
Initially the MINI will be available as a Cooper with the normally aspirated powerplant with 120 hp and 118 lb-ft of torque. It incorporates BMW's Valvetronic technology, with variable valve lift. The Cooper S gets a turbocharged engine with direct gasoline injection. It delivers 175 hp and has 177 lb-ft of torque at 1600 rpm. Under acceleration, torque is briefly boosted to 192 lb-ft by a small increase in turbocharger pressure - a so-called "overboost" function. Charge pressure is limited by a wastegate to 0.8 bar and starts at 1400 rpm to reduce turbo lag. The turbo is cooled by both oil and water.
Both engines come standard with a six-speed manual, while six-speed automatic transmissions will be available. Optional on the those versions will be a Sports switch, which will allow faster gear shifts, either by the stick or with the paddles on the steering wheel. A mechanical limited-slip differential will be offered on the Cooper S.
The new MINI uses electromechanical controls for its power steering assist. It also has a sport setting for more spirited driving.
The Cooper's suspension has been redesigned. MacPherson struts in the front are teamed with a central-arm rear axle, an unusual design for small front-wheel-drive cars.
![[image]](http://www.thecarconnection.com/images/scrapbook/tmb/2353.jpg){kind=link}
![[image]](http://www.thecarconnection.com/images/scrapbook/tmb/2355.jpg){kind=link}
Though it looks very similar to the first version - these final photos have some tape disguising that BMW will remove for the vehicle's Paris introduction - the second generation of the modern MINI gets a new body to go along with its new powerplants and upgraded interior.
The new body design was a must. Stricter safety standards in the near future will impact all vehicles sold in Europe. And in the MINI's case, it meant that the nose of the Cooper had to be raised to create more space between the front end and the engine. The new regulations posed a challenge for the MINI, which stays true to the original design and proportion unveiled with the current car in 2001.
The new nose is not only rounder but also higher. Consequently the beltline is 0.7 inches higher. Overall height is unchanged, so the car's glass areas are slightly smaller. The new MINI has grown 2.4 inches longer, but the wheelbase has stayed the same.
Cooper-ating with the French
The MINI's new engines come from a new family of four-cylinders developed with the PSA Group, parent of Peugeot and Citroën. The technology comes from BMW, while PSA had major input in production engineering and purchasing. All MINI engines will be built in the BMW Group Engine Plant in Hams Hall in Great Britain, while PSA will build their engines in France.
Initially the MINI will be available as a Cooper with the normally aspirated powerplant with 120 hp and 118 lb-ft of torque. It incorporates BMW's Valvetronic technology, with variable valve lift. The Cooper S gets a turbocharged engine with direct gasoline injection. It delivers 175 hp and has 177 lb-ft of torque at 1600 rpm. Under acceleration, torque is briefly boosted to 192 lb-ft by a small increase in turbocharger pressure - a so-called "overboost" function. Charge pressure is limited by a wastegate to 0.8 bar and starts at 1400 rpm to reduce turbo lag. The turbo is cooled by both oil and water.
Both engines come standard with a six-speed manual, while six-speed automatic transmissions will be available. Optional on the those versions will be a Sports switch, which will allow faster gear shifts, either by the stick or with the paddles on the steering wheel. A mechanical limited-slip differential will be offered on the Cooper S.
The new MINI uses electromechanical controls for its power steering assist. It also has a sport setting for more spirited driving.
The Cooper's suspension has been redesigned. MacPherson struts in the front are teamed with a central-arm rear axle, an unusual design for small front-wheel-drive cars.
Forgot about the steering, not happy about the electric assist...
krim wrote:Forgot about the steering, not happy about the electric assist...
I've never driven one, so I wonder if that dulls the road feel or not... From past reviews, it doesn't seem to affect things.
my cousin test drive a car w/ one for his website and they said it felt like playing Daytona in the arcade... less feedback, too easy to turn.
krim wrote:my cousin test drive a car w/ one for his website and they said it felt like playing Daytona in the arcade... less feedback, too easy to turn.
So the assist wasn't variable? Or it was, but still overboosted?
i didn't get specifics, i didn't know much about that at the time, still dont, but anyways, it "caused us to oversteer in the corners a number of times"... is what he told me.
krim wrote:i didn't get specifics, i didn't know much about that at the time, still dont, but anyways, it "caused us to oversteer in the corners a number of times"... is what he told me.
He just might not be used to it.
Hmm, I'd prefer oversteer over understeer... I've been eyeing an S for a while, since I'm not happy with the design of the new 3s.... And they're cheaper. :sweat:
me too, but i need more $$ for the down. :beaten:
i SHOULD get something not easily tuned, so im not tempted... :sweat:
i SHOULD get something not easily tuned, so im not tempted... :sweat:
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