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T
E C H S P E C |
ENGINE:
Chrysler-derived SOHC in-line water-cooled 16-valve
four, Mpi fuel injecton, 131bhp at 5920rpm [90bhp at
5500rpm], 125lb/ft torque at 4853rpm [103lb/ft at 3000rpm] |
GEARBOX:SG5
five-speed manual, 3.556:1 final drive |
BRAKES:
Front vented discs, 276mm.
Rear: solid discs 259mm. Standard servo assisted and
ABS |
SUSPENSION:
Front: separate steel subframe,
MacPherson struts, anti-roll bar, complex lower track
control arms. Rear: separate steel subframe, coilover
dampers, Z-beam-derived suspension with twin semi-trailing
arms and single trailing arms each side, anti-roll bar
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WHEELS/TYRES:
17-inch alloys with Falken tyres
[16-inch Mini alloys with Goodyear 195/55R16 tyres]
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C
O N T A C T : Superchips. Tel: 01280 816 781 |
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In
its PR literature, BMW describes the new Mini as "A
Modern Interpretation of an Immortal Legend" and
the Bavarians have actually done a pretty good job of
creating a car to fit that mould – much to the surprise
of most "old" Mini lovers.
That's because the new Mini (or "MINI" in BMW
speak) has been handed some of the most valued qualities
from the 42-year-old classic. Steering is direct, handling
is well-balanced and the driving experience leaves you
with a smile on your face – perhaps the most significant
reminder of classic Mini motoring.
So the Mini name has been well upheld in German hands,
but there is one minor gripe and that's the BMW Mini's
lack of real grunt. True, there's a supercharged version
on the way for late 2002, but in the meantime both launch
models of the Mini – One and Cooper – are
stuck with pretty gutless engines.
The Cooper model weighs in at 1125kg, which is pretty
heavyweight for a small hatchback, and with only 115bhp
on tap, it just hasn't got enough power to get to 60mph
in a hurry. The Mini One suffers even more, with just
90bhp as standard.
Interestingly, however, the only difference between the
two engines is the programming of the car's on-board computer,
or ECU. There are no mechanical differences between the
Cooper and the One; there's simply an upgrade to the car's
"chip". Yet the Mini Cooper costs £1300
(OTR) more than the One. Alright, there are a few cosmetic
upgrades as well, but it seems a bit of a swizz.
Fortunate then, that the engine management experts at
Superchips have already remapped the ECU of MINI's Chrysler
engine in the Mini One, which they claim gives the BMW
base model a helpful boost in power.
Remapping basically involves the adjustment of the ECU's
control over ignition timing and fuelling to optimise
performance. Benefits can include sharper throttle response
and smoother, more progressive acceleration.
But does the Superchips tweak improve on standard Mini
One performance, and how does the Superchips Mini compare
to the standard Cooper? We took all three cars to Chobham
test track to find out.
OK Computer
According to Superchips, reprogramming the ECU of a normally-aspirated
car can give up to 10 per cent more power. But with the
Mini One the company recorded a much better result.
On the Superchips dyno the tweaked engine produced 131bhp
at 5920rpm, as opposed to 101bhp from the original lump
(which is more than the BMW output claims of 90).
Improvements to torque were less impressive, with only
a small gain recorded. But an improvement nonetheless.
It is worth noting from the dyno graph that the highest
levels of torque are maintained for considerably longer
than in the standard car, which seems to hit top pulling
power and then dive. Important point considering this
is a car that, as mentioned earlier, carries a lot of
baggage.
Driving it
The considerable weight carried by both the Mini One and
the Cooper in standard trim significantly hampers their
performance – and our test cars had a few factory
options which no doubt further tip the scales. It's the
Mini One that suffers most, the car bogs down in slower
corners and takes an age to pick up from low down in the
rev range. The baby Beemer needs to be thrashed, which
means keeping the revs up around 5000 or 6000rpm –
great fun, but it doesn't feel like you're doing the engine
any long-term favours.
With its far larger power output, the Superchips car should
have been markedly quicker than the standard Mini One.
And it was, but not by much. If anything, driving the
car for the first time was a little disappointing. It
was definitely quicker than its untweaked version, but
it didn't feel that much different. Certainly not as different
as it should have felt, with 40 extra horses crammed under
the bonnet.
But the chipped car proved its value through the same
slow corners where the standard One struggled. The Superchips
Mini pulls better from fairly low revs – around
3000rpm – so you reach that magic rev range quicker.
Up there the engine is much more responsive and there's
a notably quicker reaction when the right pedal is jabbed,
making the car much more controllable through bends.
But, the car still needs a bit of a thrashing to get results.
What the car really needs is a load more torque and a
bit more power. That badly needed pulling power would
drag along the weight of the hefty Mini a bit quicker,
especially out of tight bends. At present both the cars
have to be driven in a '60s rally style; that's with the
right foot nailed to the floor and the left foot dabbing
the brakes when necessary. Anything to keep the revs and,
more importantly, momentum up.
It was refreshing then, to get into the Cooper, the engine
in which seemed a lot freer. Another play on the test
track's handling course confirmed it. On paper –
at least on Superchips paper – the standard Cooper
had 16bhp less than the modified Mini One, but it seemed
a lot quicker off the mark, and was definitely more fun
through corners (with traction control turned off, of
course). The engine felt more responsive and a touch looser,
almost like it was less restricted. This probably has
much to do with the extra 3000 miles on the Cooper's tacho,
the distance having run-in the engine, reduced friction
and freed up a bit more power.
Granted, the Cooper still needs more oomph which, as noted
earlier, should come from the supercharger due for installation
on the Cooper S. But from this bunch, it was the most
responsive, nippy, nimble and fun car. All the qualities
a Mini should have.
Tyred out
At £10,300, the MINI One is a pretty good base for
creating a small, fun performance car. Certainly, when
the aftermarket firms get their teeth into MINI there
will be plenty of tuning options. Until then, the Superchips
remap is a fairly good buy at £470 including VAT
and fitting. If you have a Mini and are looking to improve
the response of the engine and help the hefty little car
accelerate out of corners, then it could be worth scraping
together the pennies.
That said, the diffference bewteen the standard and modified
Ones was not as startling as expected, especially when
you consider the power figures. But I'm sure the Superchips
Mini will improve as the car covers more miles and the
motor loosens up. It was also hampered a bit in any straight-line
tests by both the aftermarket wheels, which were larger
than the Cooper's 15-inch rims, and the tyres, which were
wider than the standard Mini One's.
While we are on the subject of tyres, it's well worth
noting the fact that the Superchips Mini was equipped
with a different make of rubber and that there was more
of it. This combination totally transformed the car's
handling. The Cooper we tested was fitted with Pirelli
P3000 tyres, which, quite frankly, are completely useless.
I managed to drive at least ten yards in a straight line
with the car on full lock, the tyres scrubbing away underneath
and the Mini understeering horrendously.
The Superchips car, fitted with 215/40R17 Falkens, reacted
remarkably better. The front of the car digs in just enough
to loosen the rear end a touch, but not too much to spin
the car or make it nervy on corner entry. Rather than
the front washing out, the car – if pushed –
slides away progressively, with all four wheels losing
and then finding traction at the same time. Far more balanced.
This test proved that although the Mini is a capable car
in the handling department, it's still lacking in a couple
of key areas. Quite why BMW chose to equip its Cooper
model with the terrible Pirelli P3000s is a mystery. We
suggest that before you lift the bonnet to modify the
power source, you look at replacing the rubber, which
will instantly transform the car. Then you can turn your
attention to the lowly 1600cc engine and maybe think about
the Superchips package for the ECU. It's not a bad second
step towards a Mini that's nippier, and therefore much
more fun.
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