The launch follows new models in 2004 and 2009. After
12 years of sales success, BMW claims the car remains the only premium soft-top
four-seater convertible in the small car segment, and the UK continues to be
its largest market worldwide.
New features include a fully electric roof that is
quieter and smoother than the previous model, a fully integrated rollover
protection system and more rear space.
The latest MINI Cooper Convertible (above) and Cooper D
Convertible are 3,821 mm long, with the MINI Cooper S Convertible
3,850 mm long. All models are 1,727 mm wide, 1,415 mm high and have a
wheelbase of 2,495 mm.
Those dimensions have increased compared with the
outgoing model, with 98 mm extra length, 44 mm extra width and 1 mm extra
height. The wheelbase is 28 mm longer and track width has also grown a further
42 mm at the front and 34 mm at the rear.
The new car has the latest generation of
EU6-compliant engines are installed under the bonnet. The petrol engines inside
MINI Cooper Convertible and MINI Cooper S Convertible – 1.5-litre
three-cylinder and 2.0-litre four-cylinder respectively – feature turbocharging,
direct fuel injection with centrally positioned injectors, variable camshaft
control on the intake and exhaust side (double VANOS) and fully variable
VALVETRONIC valve control technology.
On the 1.5-litre diesel three-cylinder engine in
the MINI Cooper D Convertible, there is turbocharging with
variable intake geometry and common rail direct injection.
As for
meeting Euro 6 emissions requirements for the three-cylinder diesel engine in
the light of recent events at Volkswagen AG, engineers at MINI say they use
exhaust gas recirculation and Nitrogen oxide storage catalytic converter
technology.
The nitrogen
oxides produced in lean operation are stored as nitrates inside the storage
catalyst. As these exist partly as NO, they must first be oxidised into
NO2.
In cyclically
occurring fat phases during which sufficient reducing agents (H2, CO and HC)
are made available at a low oxygen concentration (<1%), the stored nitrates
and reducing agents oxidise into N2, H2O and CO2.
The typical
operating range of an NSC is between 150°C and 500°C, thereby covering a broad
diesel engine characteristic up to just below full load.
One
considerable advantage of a NOx storage catalyst is, according to MINI
engineers, that thanks to its location close to the engine, “highly efficient
exhaust gas after-treatment performance” is available immediately after cold
starting the vehicle.
1 comment:
The aftertreatment described by MINI as a 'NOx storage catalyst' is referred to more commonly as a lean NOx trap (LNT). Its catalytic action requires significantly more precious metal than is found in a self-regenerating diesel particulate trap or any other catalytic exhaust cleansing device. As such it is expensive for initial installation and particularly expensive to replace, should the catalyst be 'poisoned' through inadvertent use of diesel fuel with a too-high sulphur level.
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