Drivetrain (Cooper S) MINI Cooper S (R53) intakes, exhausts, pulleys, headers, throttle bodies, and any other modifications to the Cooper S drivetrain.
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  #1676  
Old Yesterday, 07:27 AM
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!OMG!

This is like car racing was before safety became prominent in the mid-60s. A crash and likely you were dead. No fast response bikes back then.

Sorry to see the good Dr died. YouTube will keep him alive forever...

PS - I never got the bug for anything motor powered and only on 2 wheels. This just reminded me why...
 
  #1677  
Old Yesterday, 08:28 AM
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Originally Posted by pnwR53S View Post
Driving on track the highest priority is brake, brake, tires, suspension, and mental faculties. More power ranks very low on the priority list.
It's so easy to get carried away and caught up in the ROAR! more power!!! game, but ultimately, in my opinion, chasing more power becomes a quixotic windmill tilt which ends up as a huge financial investment plus assorted headaches due to reliability issues...

...as much as I think it's pretty cool to see turbo'd R53's getting like 385bhp on a dyno, it just ain't for me personally and perhaps I could be labell'd a purist similar to how an original Mini enthusiast may groan at the thought of a VTEC Mini, because I think the supercharger is integral to the R53 experience and I love that aspect.

The R53 is Retro Done Right © much like how Renault got it proper with their recent incarnation of the legendary A110, where the more important characteristics got priority over raw number bragging rights...

Make no mistake – there’s a battle going on for what makes a car a success. But it’s not so much a war of words as it is a bleeding-knuckles, last-man-standing melee between words and numbers. It’s ‘lightness’ versus ‘789bhp’, ‘deftness’ vs ‘0-62 in 2.9’ and ‘fun’ vs ‘1.4g’.

And it’s a war that numbers seem to be winning – we live in an age where new performance saloons need 600bhp before we take them seriously, where 700bhp is the supposed sweet spot for supercars and where we can discuss cars with four-figure power outputs without blanching. So when the new Toyota Supra came along with 335bhp, it’s fair to say that the proverbial needle scratched on the proverbial record, and the proverbial hipster complained because he just paid £50 for it over at Rough Trade Records.

Those with a long enough memory (or access to the internet) will know that the last-gen Supra had about 325bhp when driven off the dealer forecourt, and about 600bhp every day afterwards. So how does the new Supra come along, 17 years later, with just 335 horsepower?

Well, mark this moment: words, and everything they signify, are fighting back. It started with the Alpine A110 and continues in the Supra, where words like ‘feel’, ‘experience’ and ‘enjoyment’ are given more credence than boastable power and torque figures. It’s 100 per cent… er, absolutely a trend we can get behind....

https://www.topgear.com/car-news/rev...vs-alpine-a110



 
  #1678  
Old Yesterday, 09:00 AM
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Originally Posted by Eddie07S View Post
!OMG!

This is like car racing was before safety became prominent in the mid-60s. A crash and likely you were dead. No fast response bikes back then.

Sorry to see the good Dr died. YouTube will keep him alive forever...

PS - I never got the bug for anything motor powered and only on 2 wheels. This just reminded me why...
What a cool doctor. I know few in the medical profession would ever get this man's passion and how he lived for his love. I learnt so much about emergency medicine on motorcycle road racing. He died doing what he loves. He lived his life so fast and shone so bright, and his intelligence, professional competency, and humor is intoxicating. I got so choked up at the end of the video. RIP, my hero Dr. Hinds.

On open road motorcycle racing there is none other than the Dunlop family.
 
  #1679  
Old Yesterday, 10:23 AM
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Originally Posted by Oldboy Speedwell View Post
It's so easy to get carried away and caught up in the ROAR! more power!!! game, but ultimately, in my opinion, chasing more power becomes a quixotic windmill tilt which ends up as a huge financial investment plus assorted headaches due to reliability issues...

...as much as I think it's pretty cool to see turbo'd R53's getting like 385bhp on a dyno, it just ain't for me personally and perhaps I could be labell'd a purist similar to how an original Mini enthusiast may groan at the thought of a VTEC Mini, because I think the supercharger is integral to the R53 experience and I love that aspect.

The R53 is Retro Done Right © much like how Renault got it proper with their recent incarnation of the legendary A110, where the more important characteristics got priority over raw number bragging rights...
What he said...
When I got into going to the track, I wanted more power so I could go faster. Funny thing is, that kept being put on the back burner and now I am faster...

Love the MINI, much like a 911. It is a car that is designed “wrong” much like the 911. But there is a certain amount of pride to be had when it is driven right and is made to do things it should not be capable of.

Enjoy the ride...

PS: I now have a rubber mallet to check my car before heading out to the track. Thanks for that idea...
 
  #1680  
Old Yesterday, 01:34 PM
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desire is a hottie 🤗

Desire is a hottie! 🤗

 
  #1681  
Old Yesterday, 02:26 PM
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Originally Posted by Eddie07S View Post
What he said...
When I got into going to the track, I wanted more power so I could go faster. Funny thing is, that kept being put on the back burner and now I am faster...

Love the MINI, much like a 911. It is a car that is designed “wrong” much like the 911. But there is a certain amount of pride to be had when it is driven right and is made to do things it should not be capable of.

Enjoy the ride...

PS: I now have a rubber mallet to check my car before heading out to the track. Thanks for that idea...
For now I am quite content of the power my Mini has, and I am glad that I didn't go do the costly engine mods. I know some point down the road I may, starting with a tune. I like having the nearly stock engine as a constant baseline while I improve my driving. I am pleasantly surprise Desire can put up a good fight against the Red Baron that has circa the cost of a Cayman into it. My track buddy remarks that Desire is the fastest street Mini that he has ever run with. I want a reliable drivetrain and that is utmost important.

I have observed someone with a monster Mini and he had nothing but troubles most of time he took it out. In fact I have never seen him run a full session, let alone the whole day event. If you only know the numbers and all the expensive goodies you would be very impressed. However he traded in reliability and that for me is most important.

Of all the engines I know Alan's build is the best. Some day I may want an engine like his should I want to turn Desire into a track car. I planned to get my ByteTronik tune with just the 550cc injectors as the first step.

The Renault A110 is a great car that emphasis in uncompromising handling and kept very light. It looks gorgeous in person and I was surprise how small it is - which is great. If I am not mistaken it is not imported into this soil like all Renaults.
 

Last edited by pnwR53S; Yesterday at 02:57 PM.
  #1682  
Old Yesterday, 02:30 PM
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Originally Posted by Oldboy Speedwell View Post
It's so easy to get carried away and caught up in the ROAR! more power!!! game, but ultimately, in my opinion, chasing more power becomes a quixotic windmill tilt which ends up as a huge financial investment plus assorted headaches due to reliability issues...

...as much as I think it's pretty cool to see turbo'd R53's getting like 385bhp on a dyno, it just ain't for me personally and perhaps I could be labell'd a purist similar to how an original Mini enthusiast may groan at the thought of a VTEC Mini, because I think the supercharger is integral to the R53 experience and I love that aspect.

The R53 is Retro Done Right © much like how Renault got it proper with their recent incarnation of the legendary A110, where the more important characteristics got priority over raw number bragging rights...
I've seen all too often on track days many are fast simply because of their high power cars, and that includes many instructors. Some can't even heel and toe. Many of these modern high performance cars can be driven very faster in all automatic by lessor drivers. I was very surprised that so many with pedal shifts the driver just leave it to the computer to do the shifting.
 
  #1683  
Old Yesterday, 03:33 PM
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I was out once in a group that included a guy in a GTR. I talked with him for a bit and remarked at how well he was doing (he was an intermediate driver and I was assigned to his run group because I signed up late). He said he had almost nothing to do with it; it was all the car’s doing. It seems like it would be boring with nothing to do while running laps.
 
  #1684  
Old Yesterday, 03:45 PM
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GTR is one of those car that is not too drivable if they remove all the computers. I have talked to owners of AMG GT4 hot in the middle twin turbo V8, A Porsche Carrara S, and a Camaro ZL1, all with pedal shifts and they told me they just let the car do the shifting. I wonder if there is a market for self-driving track cars.

I can see and would love a Porsche Club Sport of GT4, or GT3 but I won't let it do the shifting for me. I sure damn well be doing a lot of left foot braking or breaking though or else the left foot goes asleep.

I got a long way to go with the stick though:
 
  #1685  
Old Yesterday, 04:49 PM
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automatic transmission

OK, I squandered a nice cool morning to work I could had used to work on the rear bakes, so guess what I do to kill some time? Read up one different automatic and manual gearbox. I'd always dream of a Mog. I went and look at a new one at Freightliner a few years back and thought how cool it would be driving a vehicle with portal axles. Way cooler than G-Wagon.

"Power is sent to all four wheels via an 8-speed automated pre-selector manual transmission, a two-speed transfer case, and portal axles. The truck has a 3,000:1 crawl ratio, permitting it to crawl at 0.09 mph at approximately 2,000 rpm."



Some can craw sideways like a crab. I just need an acreage to park this baby.
 

Last edited by pnwR53S; Yesterday at 05:56 PM.
  #1686  
Old Yesterday, 05:56 PM
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Toothpicks & twin sticks,
all about the sugar foot.

Amazing these things are still out there riding around!

 
  #1687  
Old Yesterday, 06:02 PM
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rear calipers rebuild

this is the reason that I procrastinated and squandered the morning, and there are very good reasons. it is more than PITA to service the rear calipers


first the communists made rear brake retracting tool needs more production line fine tuning to fit



there is very good reason this dust boot comes with a new piston seal; I bought these rebuild kits from Rockbottom Auto and they look OEM



the old dust boot just crumbled and self-destructed; Bentley "shop manual" once again proves to be less worthy than a roll of toilet paper

My challenge is to figure how to avoid wasting too much of the expensive Motul 600 fluid and get the pistons out to change the seal. Unlike the front caliper the rear seal is on the piston rather than in the caliper's piston bore.

At least I can take comfort that here in PNW Desire does not have a diet of road salt so everything is rust free.



OK, enough screwing around, back to work.
 

Last edited by pnwR53S; Yesterday at 06:11 PM.
  #1688  
Old Yesterday, 10:56 PM
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rear calipers rebuild - continues

I dived in to get the job done.



this is the rebuilding kit



consists of three things



the slider pins are in excellent shape and so are the rubber bushings



the dust boots are the only thing that became brittle and dried






hanging the caliper making it easier to work on it



I used the hydraulic pressure to force out the piston



surprising you lose very little fluid



this piston has rubber residue that needs to be cleaned



third foot braking



the piston seal is in the cylinder bore


this piston has rubber residue that needed removing


I used this polishing wax to remove the rubber residue



nice and clean and no rust


interesting there is a spring in the back side of the piston





extracted the old piston seal; the new one is more supple and slightly larger






the just boot seats on the inner groove


I had a hard time seating the boot on this first side



this is the right way; fold the boot back until you retract the piston all the way before seating the big end



I was still trying to figure out the most expedient way of getting the piston back on as well as the new dust boot


a lot of struggle I finally able to retract the piston; BTW, you want to open the bleed nipple so the air can escape as you retract it


this is the right way of doing it; fold the boot forward until you retract the piston home





new Raybestos rotor made in Italy and the price is right



by the time I got to the left side I was very proficient so this side took very little time



I installed a set of new racing pads and proceeded to bleed the hydraulics

In addition to bleeding the hydraulic line I yank the parking brake 10 to 15 times to take up the slack. I also checked for excessive drag on both wheels.


love this Schwaben pressure bleeder



I used it as compressed air source



got it all done before the moon came out



the right side pads took the most beating

Servicing the rear stock brake is quite a chore because of the parking brake mechanisms. The floating calipers are also much harder to work on than fixed calipers like the Wilwood. Thankfully I only need to do this every couple of years. The brake pedal is a little spongy and I think is because the pads have not have a chance to seat into place, partly due to crapy floating caliper design. I also don't believe installing the bronze slider bushing would improve the parallelism of the pads. The rear brakes wear quite evenly anyway as they don't work that hard.
 

Last edited by pnwR53S; Yesterday at 11:14 PM.

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