Recalls & faults: Mini R60 Countryman (2011-16)

Recalls: Mini R60 Countryman

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Mini R60 Countryman

2011 MINI R60 Cooper S Countryman: short circuit in turbocharger coolant pump

In March 2012, a recall was issued for Mini R60 Countryman Cooper S variants that that were in production up to January 2011. In these vehicles, dissolved plastic additives in the coolant pump for the exhaust turbocharger may cause a short circuit. As a result, the coolant pump may overheat and present a fire hazard (PRA 2012/13083).

2011-13 MINI R60 Countryman Diesel: fire hazard

In August 2013, a recall was issued for Mini R60 Countryman vehicles that were fitted with turbo-diesel engines and available for sale prior to 18 March 2013. In these vehicles, moisture could penetrate the plug-in connection of the adapter cable on the electric power steering (EPS) – this could cause electro-corrosion on the contacts and posed a potential fire hazard (PRA 2013/13704).

Problems and faults: Mini R60 Countryman

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

MINI R60 Countryman: ‘Prince’ engines, chain tensioners and timing chains

Overview

The 1.6-litre naturally aspirated and turbocharged ‘Prince’ petrol engines were jointly developed by PSA Peugeot Citroen and BMW. Prince engines produced prior to November 2011, however, have a history of problems with the timing chain tensioner – which is responsible for maintaining tension in the timing chain – and there are four different chain tensioner designs. While most timing chain tensioner problems have manifested in turbocharged Prince engines, naturally aspirated versions are also susceptible. To reduce the likelihood of problems, it is recommended that:

• Oil changes be performed annually or every 10,000 kilometres (whichever comes first); and,
• The oil level is checked regularly and that oil is added if necessary.

For completeness, the following paragraphs describe the service bulletins issued by MINI for its Prince engines. In summary,

• Service Information bulletin SI M11 02 07 and Service Information bulletin SI B11 04 13 identify problems with the timing chain tensioner in 2006-09 N14 turbocharged engines (as used in MINI’s Cooper S and John Cooper Works vehicles). In particular, Service Information bulletin SI B11 04 13 describes a service action that was initiated for all N14 powered vehicles to inspect the chain tensioner; and,
• Service Information bulletin SI M11 03 11 applies to both naturally aspirated (N12 and N16) and turbocharged (N14 and N18) Prince engines that were produced up to November 2011. That bulletin describes how the material used for the timing chain tensioner seal ring was too soft and this could cause 1) a loss of tension in the timing chain and/or 2) an oil leak at the chain tensioner.

Based on Service Information bulletin SI M11 03 11 and reports from owners, AustralianCar.Reviews considers all Prince engines produced prior to November 2011 to be susceptible to timing chain tensioner problems.

2006-09 MINI Cooper S (N14 engine): rattle noise due to lack of timing chain tension

In September 2012, MINI issued Service Information bulletin SI M11 02 07 for the following –

• R55 Cooper S Clubman vehicles with N14 engines;
• R56 Cooper S vehicles with N14 engines; and,
• R57 Cooper S Convertibles with N14 engines

that were manufactured prior to 4 May 2009.

In these vehicles, there may be a rattle noise from the engine after cold starts, most often at the 1600-1800 rpm range, but also from 0-2000 rpm if the timing chain had stretched. Furthermore,

• The rattle noise occurred more frequently if the vehicle had been used to drive short distances; and,
• The outside temperature was around 15 degrees Celsius or below.

These symptoms were attributed to insufficient tension in the timing chain or the chain tensioner not having been bled sufficiently.

In determining whether the chain tensioner was to be replaced, the existing chain tensioner was to be removed and the distance from its end to the top of its main shaft was to be measured –

• If the distance was less than 72 mm and the rattling noise could only be heard between 1600-1800 rpm, then the chain tensioner was to be replaced with part number 11 31 7 607 551 (though part number 11 31 7 607 551 was not to be used if installing a new timing chain);
• If the distance was greater than 72 mm and the rattling noise was also present at idle, then the chain tensioner (part number 11 31 7 597 895), timing chain, guide rail, tensioner rail, sliding rail, crankshaft sprocket and bearing bolts (for the tensioner and guide rails) and were to be replaced.

2006-09 MINI Cooper S (N14 engine): lack of tension from timing chain tensioner on guide rail

In January 2014, MINI issued Service Information bulletin SI B11 04 13 for the following –

• R55 Cooper S and JCW Clubman vehicles;
• R56 Cooper S and JCW vehicles; and,
• R 57 Cooper S and JCW Convertibles

that had N14 turbocharged petrol engines and were manufactured up to May 2009. A service action, which had the code number ’61’, was also issued for these vehicles. AustralianCar.Reviews understands that this service action was initiated due to the high rate of chain tensioner problems in turbocharged Prince engines.

Inthese vehicles, the spring force applied by the timing chain tensioner to the timing chain guide rail could be too low – this was attributed to chain tensioner having inconsistent internal tolerances. Depending on the severity of the wear, this could lead to a rattling noise from the engine on cold starts or when the engine was idling.

As part of the service action,

1. The timing chain tensioner was to be inspected (between the intake tube and air filter housing). If the chain tensioner had a protruding boss or a flat head, it was to be removed. If it had a drilled head or a circular machined edge at the top, it was not to be removed;
2. Once removed, the distance from the end of the chain tensioner to the top of the main shaft was to be measured –
   • If this distance was less than 68 mm, the chain tensioner and sealing ring (part number 11 31 4 609 482) were to be replaced;
   • If this distance was 68 mm or greater, then the timing chain tensioner, sealing ring, timing chain, guide rail, tensioner rail, sliding rail, crankshaft sprocket and bearings bolts (for the tensioner and guide rails) were to be replaced. These items were all included in a Timing Chain Repair Kit (part number 11 31 8 623 601).

When replacing the timing chain module (guide rails), an inspection was to be carried out for missing or broken parts. If portions of or the entire guide rail(s) were missing, it is likely that they had migrated into the engine oil pan. If this had occurred, then the engine oil pan was to be removed so that the fragments could be retrieved; the engine oil and filter were also to be replaced.

Pre-11/2011 MINI models with Prince engines: timing chain tensioner seal ring

In April 2012, MINI issued Service Information bulletin SI M11 03 11 for the following –

• R55 Cooper and Cooper S Clubman vehicles;
• R56 Cooper and Cooper S vehicles;
• R57 Cooper and Cooper S Convertibles; and,
• R60 Cooper and Cooper S Countryman vehicles

with N12, N14, N16 or N18 engines that were produced up to November 2011.

According to the service information bulletin, the material used for the timing chain tensioner seal ring in pre-November 2011 Prince engines was too soft, and this could cause a loss of tension when the timing chain tensioner was tightened. AustralianCar.Reviews, however, considers that this design fault could cause a loss of tension over time, not just when the tensioner was tightened. From the service information bulletin, the softness of the timing chain tensioner seal material could cause:

• A rattling noise from the engine due to a loss of timing chain tension. If the timing chain tensioner was to be removed for repairs, then the new chain tensioner seal ring (part number 11 31 7 631 972) was to be installed; or,
• An oil leak at the timing chain tensioner. In some cases, the timing chain tensioner may only be hand-tight. In such cases, the timing chain tensioner was to be removed and the seal ring (part number 11 31 7 631 792) was to be replaced. The chain tensioner, however, was not to be replaced.

The original part number of the timing chain tensioner seal ring (which was too soft) was 11 31 7 534 251.

MINI R60 Cooper D Countryman with N47 diesel engine: timing chain breakage

For MINI R60 Countryman Cooper D (N47C16A) and Countryman Cooper SD (N47C20A) models with 2.0-litre N47 turbo-diesel engines that were manufactured prior to March 2011, excessively sharp teeth on the crankshaft sprocket could damage, or break, the timing chain. Please note that in the event of breakage, catastrophic engine damage could result and the primary symptom of timing chain damage was a loud ticking noise from the rear end of the engine. For these engines, two situations applied:

• For models manufactured before May 2009, the timing chains, camshaft sprocket and crankshaft required replacement. Of these, the crankshaft had to be replaced because the sprocket was welded to it and the engine also had to be removed because the timing chains were positioned at the rear of the engine, Due to the cost of repair, some owners opted to replace the engine instead; and,
• For models manufactured from May 2009 to March 2011, the crankshaft did not require replacement since the design of the crankshaft sprockets had been changed. The timing chains and timing guides, however, still required replacement.

MINI R60 JCW Countryman: N14 engine, carbon deposits and misfires

For the MINI R60 John Cooper Works Countryman, the 1.6-litre turbocharged N14 petrol engine is susceptible to developing carbon deposits on the back of the intake valves. Since direct injection engines such as the N14 do not spray fuel on the backside of the intake valves, the detergent properties of the fuel cannot remove the carbon build up (as occurs in port injected engines).

In September 2012, MINI issued Service Information Bulletin SI M12 02 10 for MINI R55/R56/R57/R58/R59 Cooper S models that had N14 engines. According to the service bulletin, vehicles with excessive carbon deposits on the intake valves/ports may exhibit the following symptoms –

• Illumination of the ‘Service Engine Soon’ (MIL) lamp;
• Rough running when the engine is cold or warm; and,
• The following misfire faults: 2771, 2772, 2773, 2775, 2776, 2777, 2779, 277A, 277B, 277D, 277E, 277F – ‘Combustion misfire, cylinder 1..4’. This may appear with faults 2781, 2782 or 2783 – ‘Combustion misfire, multiple cylinders’.

The engine may also be difficult to start or not start at all.

The service bulletin recommended that ‘BMW Group Carbon Blaster’ (part number 81 29 2 208 034) be used to clean the carbon deposits. As a preventative measure, MINI USA recommended that ‘BMW Group Fuel Injection and Induction System Cleaner’ be used annually on N14-powered vehicles to prevent carbon buildup.

For the related MINI R60 Cooper S Countryman, the N18 engine had an updated positive crankcase ventilation (PCV) system whereby the vacuum line was internal to the valve cover, presumably to reduce the propensity for oil particles to pool in the intake manifold. Notwithstanding this design change, the N18 engine should also be regarded as being susceptible to carbon deposits.

MINI R60 Countryman: thermostat housing coolant leak and P0597

For the MINI R60 Cooper, Cooper S and JCW Countryman models (powered by the N12, N14, N16 and N18 ‘Prince’ petrol engines), the plastic thermostat housing can become brittle over time and develop hairline cracks which allow coolant to leak and pool on top of the transmission – these leaks often become apparent after 80,000 kilometres, though individual experiences may vary. As a result of the coolant leakage,

• Diagnostic Trouble Code (DTC) ‘P0597 Cel:Thermostat Heater Control Circuit/Open’ may be stored because the coolant temperature sensor no longer functions;
• The engine may take longer to reach operating temperature; and,
• The engine may overheat.

MINI R60 Cooper and Cooper S Countryman: oil leak from oil pump solenoid

In January 2014, MINI issued Service Information bulletin SI M11 01 12 for R60 Cooper and Cooper S Countryman models (with N16 and N18 engines, respectively) that were produced up to January 2013. According to the service bulletin, a small engine oil leak may be visible from the underside of the engine – this was attributed to the internal sealing of the oil pump volume control solenoid valve being ‘compromised’, allowing engine oil to leak from the oil pump volume control solenoid. To fix, the oil pump control solenoid valve (part number 11 41 7 585 446) had to be replaced.

According to the bulletin, engine oil could migrate inside the electrical harness, such that it was necessary to inspect the electrical connector for oil. If present, the DME cover was to be removed and all three electrical connectors were to be removed from the DME so that those connectors could also be inspected. If engine oil was present in the DME connector, the engine section of the wire harness and the DME also required replacement.

2011-15 MINI R60 Cooper Countryman 1.6i: N16 engine misfire due to failed ignition coil

In March 2015, MINI issued technical service bulletin SI M12 01 15 for MINI R60 Cooper Countryman vehicles that had naturally aspirated 1.6-litre N16 petrol engines. In these vehicles,

• The ‘check engine’ or ‘service engine soon’ warnings may appear with a misfire fault(s) stored in the DME; and/or
• The engine may exhibit ‘intermittent performance’ or rough running without a DME fault stored.

Themost likely cause of these symptoms was the failure of an ignition coil. During operation with high temperature fluctuations, the different materials used in the Bosch ignition coil could deteriorate over time, leading to a failure. For vehicles that had been in service for over 24 months or 10,000 miles (approximately 16,000 kilometres), the service bulletin recommended that all Bosch ignition coils be replaced with Delphi coils (part number 12 13 8 616 153).

2011-15 MINI R60 Cooper Countryman 1.6i: poor throttle response at high ambient temperatures

In July 2015, MINI issued technical service bulletin SI M12 09 15 for MINI R60 Cooper Countryman vehicles that had naturally aspirated 1.6-litre N16 petrol engines, AISIN automatic transmissions and were manufactured prior to 1 July 2015. In these vehicles, engine throttle response when accelerating from rest could be intermittently sluggish at high ambient temperatures. Furthermore, this characteristic may be more noticeable when the fuel tank was only partially filled.

The service bulletin attributed the poor throttle response to the DME software for fuel tank ventilation control. To fix, the software was to be re-programmed using the latest version of ISTA/P (3.56.0 or higher).

2010-12 MINI R60 Countryman: false readings from engine coolant temperature sensor

In December 2012, MINI issued Technical Service Bulletin SI M17 05 12 and Technical Service Bulletin SI M17 04 12 for MINI R60 Countryman vehicles that were manufactured from August 2010 to March 2012, and powered by the N16 or N18 engines. According to the service bulletins, the engine coolant temperature sensor could experience internal corrosion and this corrosion could lead to internal bridging of the contacts and inaccurate engine temperature readings. These false engine temperature readings could lead to difficulty starting the engine and/or illumination of the ‘Service Engine Soon’ lamp.

As part of a Service Action, a replacement engine temperature sensor was to be installed remotely and wired into the vehicle’s engine harness. There were two approved repair procedures for this process –

1. Procedure One required replacement of the upper coolant hose with a modified hose that housed a new engine temperature sensor. Furthermore, an adapter harness needed to be fitted to the car to utilise the new sensor; and,
2. Procedure Two required the installation of a new engine temperature sensor with integrated wire harness to be installed in place of the thermostat bleeder screw.

This service action, however, did not apply to vehicles that had N16 engines and had previously had a thermostat replaced with part number 11 53 7 534 521.

Problems and faults: MINI R60 Countryman

• Knocking noises from the front, rear or both may be due to a problem with the sway bar bushings.
• The engine may not crank and the electric steering lock symbol may illuminate if the steering wheel is jammed – turning it slightly may solve the problem.
• Where fitted, the sunroof shades may drift open or closed due to insufficient friction in the guides.
• Transmission fluid may leak from the input shaft seal; if too much fluid leaks, the car will not drive.
• Windscreen washer fluid may leak from the rear nozzle – and possibly the front nozzle – requiring one-way check valves to be installed in the fluid lines.