R300 Turbocharger Upgrade for Mini Cooper Gen2 N14/N18 Egnines

DESCRIPTION

Plug and Play Turbocharger Upgrade for Mini Cooper Gen2 N14/N18 Engines

For our USA customers, all customs documentation is in order. The product is made in Canada and is tariff-exempt, except for the retaliatory tariff on metal. Shipping quotes will be DDP (Delivered Duty Paid), ensuring there are no surprise charges upon delivery.

R300 Turbocharger Default Features:

• Genuine OEM Brand New Turbo as a CORE
• R300 Billet T6 2618 milled compressor with a 6+6 blade design
• R300 compressor housing with built-in anti-surge
• R300 genuine BorgWarner high-flow turbine
• Upgraded 360-degree thrust bearing package
• Assembled core, high-speed VSR balanced
• 300 WHP capable with supporting hardware and additional fueling
• True plug-and-play installation
• Made in Canada

Product Supplied with Purchase Order:

• R300 Turbocharger only

Note: Turbo inlet O.D. is 2",  can be used with OEM Preturbo Intake without rubber grommet, or you can purchase our R300 Turbocharger inlet. 

Warranty:

1 Year, Unlimited Mileage – Applies to the original owner from the date of purchase.

We recommend installing the turbo with genuine MINI installation hardware. You can source them at your nearest MINI dealership or order them directly from us. Please send us an email for assistance.

Part Numbers for Genuine MINI Installation Parts:

• (1) Oil Feed Line: 11-65-7-534-454
• (4) Crush Washers: 07-11-9-963-151
• (2) Banjo Bolts: 07-11-9-905-176
• (1) Oil Return Line with Clamp & Bolt: 11-65-8-617-069
• (1) Down-pipe Gasket: 18-30-7-589-503
• (1) Down-pipe Clamp: 18-30-2-756-352
• (1) Oil Filter Housing Seal Kit: 11-42-8-643-758
• (1) Oil Cooler to Oil Filter Housing Seal Set: 11-42-8-643-747
• (3) Turbo to Down Pipe Nuts: 18-30-7-583-746
• (3) Turbo to Down Pipe Studs: 18-30-7-598-251
• (4) Turbo to Manifold Nuts: 11-65-7-559-557
• (4) Turbo Studs to Manifold: 11-65-7-605-340
• (1) Cooper S Turbo to Manifold Seal: 1-65-7-557-013
• (1) Cooper S Exhaust Turbo Manifold Gasket: 11-62-7-626-106
• (2) Turbo Coolant Lines Hollow Bolts: 07-11-9-905-973
• (4) Crush Washers: 07-11-9-963-201
• (10) Turbo Manifold Nuts: 11-62-7-588-104
• (10) Manifold Studs: 11-62-7-583-110

Product Development Insights:

You may wonder what makes this unit special. Every R300 unit starts with a genuine BorgWarner turbocharger as its core part. The engineering behind this product, along with the core cost, significantly affects the final pricing. We use genuine BorgWarner products to ensure longevity and performance that meets OEM standards.

The R300 underwent various testing configurations for turbine sizing and compressor wheel sizing. The goal was to achieve quick spool without lag while delivering torque throughout the entire power band. The development process involved different vehicles with various engines and transmissions: Manual Hardtop N14, Automatic Hardtop N14, Automatic AWD N18, Automatic FWD N18, Manual AWD N18, including both stock and built engines with cylinder head work. Each application was meticulously scoped and further supported by DME calibration.

With our product knowledge on the platform, we recognized the limitations imposed by the DME and stock fuel system, which influenced the project's approach. The R300 performance enhancements were validated through various configurations, seeking peak efficiency within OEM fueling and DME firmware capabilities.

The final design features an enhanced compressor housing with a ported shroud and built-in anti-surge. The rotating assembly utilizes a genuine BorgWarner 360-degree journal bearing cartridge paired with a genuine BorgWarner 9 blade high-flow turbine wheel and a custom-tailored compressor wheel. This configuration produced excellent low engine RPM response that exceeded OEM characteristics while maintaining power through to the rev limiter.

All machining work is performed with CNC turning and milling machines to ensure the highest precision and consistency from unit to unit during production.

Tuning Notes:

The R300 unit is capable of delivering 260 whp and 260 ft-lbs of torque at 19 psi with ignition timing calibrated for 93 octane fuel on a stock engine FWD chassis. Mandatory supporting hardware includes a high-quality intercooler, a high-flow downpipe, and, ideally, a high-flow panel filter. Optimal results were achieved on a forged N14 engine with a 10.5:1 compression ratio, utilizing stock ports on the cylinder head but upgraded springs and camshafts. At 19 psi, we achieved 280 whp and 260 ft-lbs of torque before encountering limitations from the stock fuel system, with conservative timing due to high compression. At 22 psi on the same engine, we reached 297 whp and 294 ft-lbs of torque, but fuel limitations became apparent at higher RPMs.

Similar tests on the AWD R6X chassis indicated fuel limitations at 242 awhp and 258 ft-lbs of torque. With fueling system upgrades (port injectors, billet intake manifold, and MPI electronics), we achieved 285 awhp and 310 ft-lbs of torque on the stock N18 engine (AWD chassis). The same tests on an FWD chassis yielded 300 whp and 273 ft-lbs of torque. The AWD vehicle is our shop vehicle, and we pushed the torque past safe limits, while the FWD vehicle was a customer car, where we maintained lower torque for safety.

In conclusion, the R300 unit can easily deliver 280 ft-lbs of wheel torque at 3000-3200 RPM. With additional fueling support and hardware that improves engine volumetric efficiency (VE), this unit can exceed 300 whp.

With the default DME firmware and OEM MAP/Boost sensors, tuning is limited to 22.5 psi (255 kPa). Due to the fueling limitation factor, there is no justification for upgrading sensors to support higher boost, as fueling limitations will occur earlier than 22.5 psi. In order to operate the R300 at boost levels above 22.5 psi, a fuel system upgrade is required prior to upgrading the DME and sensors.

Please Note: Vehicles that participated in the R300 development had engines tested with a 5% leak down across all cylinders. We cannot estimate the health of your engine or supporting hardware, but we do our best to assist and guide customers in achieving optimal results within conservative margins.

To avoid damage to stock engines and ensure safe operation, a correct DME tuning strategy must be applied. This unit has the potential to damage OEM connecting rods. If you plan to fit this turbo to a stock motor with high mileage, proceed at your own risk. We do not recommend exceeding 19-20 psi on a stock engine.

Manufactured in Canada, with hardware imported from Germany.