Recalls: Mini R59 Roadster
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 R59 Roadster
No recall information is available for the Mini R59 Roadster. To search for recalls of MINI models, please visit Product Safety Recalls Australia: MINI.
Problems and faults: Mini R59 Roadster
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 R59 JCW Roadster: N14 engine, carbon deposits and misfires
For the MINI R59 John Cooper Works Roadster, 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 R59 Cooper S Roadster, 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 R59 Roadster: thermostat housing coolant leak and P0597
For the MINI R59 Cooper, Cooper S and JCW Roadsters (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 R59 Cooper and Cooper S Roadster: oil leak from oil pump solenoid
In January 2014, MINI issued Service Information bulletin SI M11 01 12 for R59 Cooper and Cooper S Roadsters (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.
2010-15 MINI R59 Cooper Roadster 1.6i: N16 engine misfire due to failed ignition coil
In March 2015, MINI issued technical service bulletin SI M12 01 15 for MINI R59 Cooper Roadster 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).
2012 MINI R59 Roadster: false readings from engine coolant temperature sensor
In January 2013, MINI issued Service Information bulletin SI M17 07 12 and Service Information bulletin SI M17 08 12 for R59 Roadster vehicles that were manufactured prior to March 2012 and powered by the N14, N16 or N18 engines. According to the service bulletins, the engine coolant temperature sensor could experience internal corrosion which could lead to internal bridging of the contacts and inaccurate engine temperature readings. In turn, these false engine temperature readings cause 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 –
- 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,
- 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.
2010-15 MINI R59 Cooper Roadster 1.6i: poor throttle response at high ambient temperatures
In July 2015, MINI issued technical service bulletin SI M12 09 15 for MINI R59 Cooper Roadster 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).
