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2010–2016 MINI Countryman Cooper SD (R60) 2010–2014 MINI Cooper SD (R56) ... fuel consumption increased by 30–50%. The problem was described by BMW engineers as ...
The Prince family shares its basic block dimensions with the previous PSA TU engine family. Engineering design was directed by BMW using their Valvetronic variable valve lift system on the intake side, flow-controlled oil pump, timing chain, single belt drive of all ancillary units, composite camshafts and cylinder head produced by lost-foam casting.
1964 Austin Cooper S at the 2004 Watkins Glen SVRA 1966 Morris Mini-Traveller (Mark I) Issigonis' friend John Cooper , owner of the Cooper Car Company and Formula One Manufacturers Champion in 1959 and 1960, saw the potential of the little car, and after some experimentation and testing, the two men collaborated to create a nimble, economical ...
It was first used in the F56 Mini Hatch and has been used in BMW applications since 2015. The B48 is part of a modular BMW engine family of 3-cylinder ( B38 / B37 ), 4-cylinder (B48/ B47 ) and 6-cylinder ( B58 / B57 ) engines, [ 1 ] which use a displacement of 500 cc (30.5 cu in) per cylinder.
Compared with its M54 predecessor, the N52 features Valvetronic (variable valve lift), [7] a lighter block due to the use of a magnesium alloy [8] and an electric water pump (replacing the belt-driven water pump) [9] [10] and a variable output oil pump. [11] The redline was increased from 6,500 rpm to 7,000 rpm, except for N52B25 (130 kW). [12]
The Austin 1800 was developed at BMC as a larger follow-up to the successful Mini and Austin 1100 under the ADO17 codename, ADO being an abbreviation for Austin Drawing Office. Additional badge-engineered Morris 1800 and Wolseley 18/85 variants were launched in 1966 and 1967 respectively, catering for the BMC dealerships selling those marques.
The VTi Engine (Variable Valve Lift and Timing injection) is a variable valve timing (VVT) system for Prince engine created jointly by both PSA (Peugeot, Citroën, DS Automobiles) and Mini from the BMW Group.
These blow-by gases, if not ventilated, inevitably condense and combine with the oil vapor present in the crankcase, forming oil sludge. Excessive crankcase pressure can furthermore lead to engine oil leaks past the crankshaft seals and other engine seals and gaskets. Therefore, it becomes imperative that a crankcase ventilation system be used.