New, More Fuel Efficient MINI One and Cooper D to Debut in Geneva
18 January 2007
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| The new Mini One. |
BMW will unveil the new MINI One and MINI Cooper D models at the International Geneva Motor Show on 8 March 2007. The new entry-level One features a more efficient 95 hp 1.4-liter gasoline engine, while the Cooper D boasts performance and fuel efficiency from an all-new 1.6-liter 110 hp turbodiesel powerplant.
The Cooper D promises to be the most fuel-efficient and cleanest MINI yet built. In comparison to the outgoing MINI One diesel’s combined fuel consumption of 4.8 l/100km (49 mpg US), the Cooper D is capable of 4.53 l/100km (52 mpg US), with CO2 emissions of 118 g/km.
MINI One also benefits from a significant improvement in both fuel consumption and emissions over the outgoing model. The One’s new 1.4-liter unit delivers 5.7 l/100km (41.3 mpg US), compared to 6.8 l/100km (35 mpg US) from its predecessor—a 16% reduction in fuel consumption. CO2 emissions are now 138g/km, compared to 164g/km produced by the previous model.
The 1.4-liter four-cylinder engine in the MINI One is derived from the 1.6-liter unit that features in the current Cooper model. Smooth power delivery and maximum efficiency are achieved using fully variable valve control, through a system based on BMW Group’s VALVETRONIC technology.
The lightweight aluminum engine producers maximum output of 95 hp (71 kW) at 6,000 rpm—a 5 hp increase on its predecessor. Peak torque is 140 Nm (103 lb-ft) at 4,000 rpm.
The MINI Cooper D’s new turbocharged diesel engine develops 110 hp (82 kW) at 4,000 rpm. Under normal conditions peak torque of 240 Nm (177 lb-ft) is achieved between 1,750 and 2,000 rpm. An Overboost function gives the Cooper D an additional 20 Nm of torque, meaning the driver will experience 260 Nm at 2,000 rpm. This torque figure is identical to that produced by the new MINI Cooper S.
The turbocharger system features variable turbine geometry, ensuring optimum smoothness, efficiency and response even at low engine speeds.
The injection system uses a common rail diesel technology operating at a maximum pressure of 1,600 bar and a precise multiple-injection process for each operating cycle. Combustion chambers optimized in their shape and dimensions prevent unwanted turbulence and maintain a smooth and consistent combustion process at all times.
The Cooper D features a diesel particulate filter.
Both new models come as standard with a six-speed manual transmission. The MINI One will be available to customers with the option of a six-speed automatic transmission.
Are these models going to be available in the US?
Posted by: Richard | 18 January 2007 at 11:22 AM
Here we see the real comparison of a turbocharged gasoline engine and diesel engine of similar displacement.
Fuel economy is far greater in the diesel.
Torque is identical at low rpm but far greater at high rpm with the gasoline version.
HP is significantly higher in the gasoline version.
Posted by: Patrick | 18 January 2007 at 11:53 AM
Patrick, where are we supposed to see this "real comparison"? The article mentions a 1.4L gasoline engine and a turbocharged 1.6L diesel, with the diesel providing about 10 % more max power and almost twice as much max torque with considerably less fuel consumption.
Obviously, the diesel is certainly much heavier and much more expensive as well, although that isn't mentioned in the article.
Posted by: jb | 18 January 2007 at 12:06 PM
jb,
It takes a bit of leg work on your own. Go look up the specs on the latest Cooper S and you will find it has a 1.6L gasoline turbocharged engine.
Obviously the 1.4L discussed is not turbocharged, nor is it in the Cooper S as the article stated the torque characteristics of the 1.6L Turbo-diesel is similar to the Cooper S.
The Cooper S is pushing around 170-180hp.
Posted by: Patrick | 18 January 2007 at 01:43 PM
Nice to hear of a mini with a near mini CO2 footprint, albeit, no tier 2 bin 5 US Cooper D
Posted by: fyi CO2 | 18 January 2007 at 03:27 PM
Will the Diesel be available in the US?
Posted by: Luke | 18 January 2007 at 07:16 PM
Will the D be sold in the US this year too?
Posted by: Randy | 18 January 2007 at 07:40 PM
You can't get the 1.4L in the US. I doubt they will bring over the diesel until they have diesel BMWs selling here.
Posted by: Patrick | 18 January 2007 at 10:35 PM
Maybe someone who works at BMW who reads this post can tell us. Waiting would be a costly mistake. Consumers want high MPG vehicles that can run on biofuels. Look at VW they hesitated this year on their roll-out of new diesel vehicles.
Posted by: Randy | 19 January 2007 at 08:05 PM
You can't blame BMW if they don't bring the D to N.America. Most people in the US wouldn't know what 260Nm (192lb-ft) at 2000rpm was if it slapped them in the face.
They would however quickly turn to a Pontiac Aztek 3.4-liter V6 Oooooooh!! with it's 185 hp @ 5200 rpm and 210 lb-ft @ 4000rpm.
Just proving a point!
Posted by: who is at fault | 20 January 2007 at 08:24 AM
Not only that. They'll oh and ah over a 4,000lb car with 300hp, but will ignore a 2,000lb car with 200hp. Brain dead to an extent.
Posted by: yesplease | 20 January 2007 at 05:44 PM
I must have missed in the specs. where the fuel-injected, turbo gasser out horsepowers a just as modern, turbo, DI, diesel.
The 1.4, 4 cylinder gasser @ 95 hp
and the 1.6, 4 cylinder, Peugeot-built diesel @ 110 hp.
I didn't do the math, but the disparity doesn't seem all that great.
Now with respect to two 2.0 liters; the VW Jetta TDI (upcoming) will produce 140 hp and 236 lbs of torque, while the 2.0 FSI produces 200 hp and 207 lbs of torque (1800-500 RPM), even as the latter has not taken advantage of piezo-electronic injectiors, whereas the TDI will. In the case of VW, the gasser wins, but falls well short in fuel economy where the gasser will achieve a combined rating of about 29 and the upcoming TDI Jetta will achieve (according to VW) 45 combined, U.S. mpg. I would take the, easy to live with moderate horsepower with 16 more mpgs., however, the real test would be to match the VW, 1.4 I4 TSI with the 2.0 TDI. This smaller gasser would be more inline with the diesel performance due to the flatness of the torque through the entire RPM range and near equal horsepower, even though peak torque would be much lower in the gasser.
Conclusion: America needs both technologies, but we need to get a grip on our horsepower obsession, so we can get some smaller engines with less cylinders that will get us down the road just fine with less fuel and less CO2 output.
Also, VW did not delay introduction of diesel technology for all fifty, U.S. states; rather, VW got behind the production curve (not to be confused with the technology curve) when they chose to go with unit injection (pumpe duse) in the late 90s as compared to common-rail. I don't think any auto company, at that time, knew for certain that common-rail would prevail as the preferred technology due to how emission controls have moved along better with the latter injection system.
Posted by: Greg | 05 May 2007 at 03:11 PM
Why doesn't every U.S. auto maker have a VW Jetta Competitor for us to choose from. My son bought a Jetta diesel because his wife had to drive 75 miles per day to-from work. They are averaging 47mpg with that vehicle. THATS 88% more efficient than a 25mpg gasoline powered, average U.S. Automaker made car.
This fact should be developed into a series of Nationaly presented commercials making the U.S. consumer aware that our "HIGH TECH" U.S. Automakers have failed to provide competative, Fuel Efficiency.
I WONDER WHY NOT? That VW DIESEL Engine has been out for years! Every U.S. auto maker should have dissected it by now. Rather than going to war to maintain our middle east oil supply chains, we could have reduced our dependance on foreign oil by technical innovations like VW has developed.
Al Forster
Posted by: Al Forster | 01 January 2008 at 03:00 PM