Steering: Description and Operation Electro Hydraulic Power Steering (EHPS)

2006 Mini Cooper (R50) L4-1.
6L (W10) Copyright © 2011, Page 1

Mini Cooper (R50) L4-1.6L (W10) https://manuales-taller.sellfy.store/mini/ 1
Steering: Description and Operation
Electro Hydraulic Power Steering (EHPS)

Steering
The MINI features a power assisted steering system (EHPS) on all models. EHPS is a system not previously seen on BMW vehicles. The
steering rack is of conventional rack and pinion design. The steering column has two collapsible mechanisms and tilt adjustment. The twin spoke
steering wheel is common to all models although there are small differences depending on the model and equipment level. The steering column
has 54 mm of tilt adjustment manually controlled by a lever beneath the column. The electrically driven power steering pump is the main
difference.
Purpose of the System

The Steering System is designed to offer smooth operation with maximum feedback to the driver. The Electro Hydraulic Power Steering, driven
by an electric motor rather than the conventional belt, conserves valuable engine power and provides a 3% savings in fuel economy.
The main components of the steering system are:

- Electro Hydraulic Power Steering Pump (EHPS)
- Rack and Pinion
- Steering Column
- Steering Wheel
System Components
EHPS
All models and derivatives are equipped with Electro Hydraulic Power Steering (EHPS). This system uses an electric motor to drive the
hydraulic pump. This replaces the customary design whereby the pump is permanently driven from the engine via the auxilary belt.
The EHPS motor weighing 5.5 kg is mounted by four rubber insulators and is positioned in front of the steering rack.
2006 Mini Cooper (R50) L4-1.6L (W10) Copyright © 2011, Page 2
The hydraulic pump displaces 1.25cm 3/revolution developing a pressure of 105 bar at a maximum pump motor speed of 4,200 rpm. The
hydraulic pump has an incorporated pressure relief valve. The smaller metal pipe from the aluminum bodied pump is the high pressure side and
the flexible pipe fitted to the plastic reservoir on the pump is the low pressure side.
There is a small reservoir fitted to the end of the pump with a remote reservoir fitted to the bulkhead. The system is filled with Pentosin CHF 11
S. For top-up and refill use the same oil.
Multi-Function Steering Wheel
Multi-function Steering Wheel (MFL)
The controls integrated into the Multi-function Steering (MFL) wheel are provided so that the driver can operate a number of accessories easily and
without being distracted from the task of driving.
The MFL incorporates the control unit on the right side key pad. The MFL communicates via bus lines with the systems that it controls (except
cruise control).
There are two different (MFL'S) Sport and Standard.

Suspension
Suspension
The suspension system used on MINI provides a firm and responsive ride with superb levels of comfort and good acoustic properties. The weight
distribution between the front and rear axles is biased to the front due the front wheel drive configuration.
Adjustment to the camber at the front and rear suspension is not possible, only the front and rear toe is adjustable.
Power assisted steering using an electric pump and ABS is standard, with DSC available as an option on MINI COOPER. ASC is standard on the
COOPER S, DSC is optional.
Front Suspension
The front suspension design features anti-dive and anti-squat geometry via the anti-roll bar and 1:1 strut movement ratio. The layout of the design
minimizes camber loss due to side forces, thus improving handling and steering response.
Advantages of MINI Front Suspension
Firm and Responsive

Positive Driver Feedback through Steering
Strict Camber Control
The front suspension consists of the following main components:
- Front Subframe
- Lower Control Arms
- Anti-Roll Bar and Links
- McPherson Struts
- Front Shocks
- Front Springs
- Front Top Mount
- Front Hubs
System components
Front Subframe
A main component of the front suspension is the Subframe. It is made from hydro-formed steel tubing and bolts directly to the body. The subframe
provides the location for all suspension and steering components with the exception of the upper strut mounts. Attached between the front of the
subframe and the bumper are the crush tubes. These tubes are attached with two bolts to the subframe and are designed to deform in an accident.
Lower Control Arms
The pressed steel lower control arm links the subframe to the hub assembly via two ball joints. The inner joint is bolted to the subframe and the
outer joint to the hub assembly. The rear of the lower control arm has a hexagonal shaft onto which the compliance bushing is press fit. The
compliance bushing is attached to the body with a single mounting and to the subframe with two bolts, which also secure the anti-roll bar.
As the suspension moves, the lower control arm pivots on the inner ball joint. The linear movement of the suspension is changed to rotational
movement of the lower control arm, which is controlled by the radial stiffness of the compliance bushing.
Should replacement be necessary a new bushing and housing assembly will be required. Both ball joints are available as separate service parts.
Anti-Roll Bar and Links
Two sizes of anti-roll bar are used at the front axle: 19 mm for MINI COOPER and 24 mm for the COOPER S.
The anti-roll bar bushings clamped to the top of the compliance bushing housings are manufactured from low friction PTFE. This material requires
no additional lubrication. This allows the anti-roll bar to rotate freely and quietly. It also allows the anti-roll bar to respond quickly to roll inputs
and the use of stiffer bushings, as there is no compression or twisting as found on conventional bushings. Washers attached to the anti-roll bar
located on the inside of each bushing prevent sideways movement.
The anti-roll bar links have ball joints fitted at each end. The ball joint attached to the strut is mounted on the same axis as the link. The ball joint
attached to the anti-roll bar is mounted at 90— to the axis of the link and is attached to the front of the anti-roll bar with the nut facing rearwards.
The ends of the anti-roll bar are attached to the struts by a link. This allows the anti-roll bar to act on a 1:1 ratio to road wheel travel providing
maximum effectiveness.
McPherson Struts
Two McPherson struts control the damping of the front suspension. Each strut assembly consists of a damper unit, a coil spring and a top mount
assembly. The coil spring is retained in a compressed condition between the strut spring seat and the top mount. Isolators at each end of the spring
reduce noise transmission from the suspension to the cabin. A bearing is fitted to the top spring mount that allows the spring to rotate as the steering
is operated. The coil spring axis is offset to the axis of the damper. This arrangement reduces friction between the damper and piston during
cornering. A dust cover protects the piston rod from dirt ingress. No provision is made for camber adjustment at the top mounting.
Front Shocks
The front shocks are designed as twin-tube gas pressure shocks, similar to the E46. The lower end of the damper is inserted into a cylindrical sleeve
on the swivel hub. The damper bracket determines the correct orientation of the damper; the bracket slides into a machined slot in the swivel hub
cylindrical sleeve and is secured with a pinch bolt. A label is adhered to the damper for side identification. The top mounts attach to the body with
three studs and are replaced as a complete assembly. There is no provision for adjustment of the camber at the front top mounts.
Front Springs
The spring mounts between the seat on the damper body and the top mount, and is color coded to suit the suspension type and equipment level of
the car.
Top Mount
The top mount assembly includes the top mounting plate, with a bonded rubber bushing and integral metal sleeve; three studs are pressed into the
plate to retain the assembly to the body. The steel insert in the bushing prevents the damper rod retaining nut from over compressing the bushing
when it is tightened. The bushing is not serviceable and a new top mount plate assembly must be fitted if replacement is required. Three lugs on the
underside of the top mount plate provide location for the top mount bearing. The bearing is available as a service part separate from the top mount
plate.
General Suspension Data
Rear Suspension
Advantages of MINI Rear Suspension:
- Rear Passenger Comfort.

- Noise Optimization.
- Firm and Responsive Suspension.
The BMW developed multi-link rear suspension is used for all models of MINI, making it the only car in its class to use such a sophisticated
system. Benefits of this suspension are the exceptional handling characteristics and ride comfort, with good acoustic properties. Main components
of the rear suspension include:
- Rear Subframe.
- Trailing Arms.
- Lateral Links.
- Anti-Roll Bar.
- Rear Springs.
- Rear Shocks.
System Components
The fabricated subframe is attached to the body by four bolts. The inside bolt (3 on illustration) on the left side of the subframe is the master bolt to
ensure the subframe is in its correct lateral position. The subframe also provides attachment points for the fuel tank straps and rear suspension
lateral links. The anti-roll bar attachment points are on the top of the subframe and cannot be seen on the illustration.
Trailing Arms
The trailing arms are fabricated from steel with a wall thickness of approximately 4 mm. The trailing arm provides toe-in control; counters brake lift
and provides a low roll center. The arm also provides attachment for the brake caliper, damper unit and anti-roll bar. The trailing arms have two
attachment points for the upper and lower lateral links to aid in the track control.
Attached to the front of the arm is the compliance bushing and housing. The housing is attached to the trailing arm by a single bolt. This controls
side-force steer performance and enhances ride and noise levels. The bushing is located in a fabricated bracket held to the body by three bolts. The
boltholes in the bracket are slotted to allow for toe-in adjustment. Correct orientation of the bracket to the trailing arm is important to ensure correct
wind up when fitted to the body
Lateral Links
The lateral links control the track of the rear wheels and are made of fabricated steel with elastokinematic bushings at both ends. The bolts locating
the lateral links to the subframe and trailing arm should only be torque tightened with the car in curbside condition (full weight of the car on the
suspension). The lateral links are not side specific. The two lower lateral links have protective covers fitted (forward facing) to protect them from
becoming damaged by impact.
Rear Anti-Roll Bar
The anti-roll bar is attached to the top of the rear subframe by two PTFE bushings secured with clamp plates. The low friction PTFE bushings allow
the anti-roll bar to rotate freely and quietly and require no additional lubrication. The anti-roll bar is made of solid spring steel. The anti-roll bar
links from the anti-roll bar to trailing arm have ball joints at both ends and can be installed only one way, with the ball joints on the inside.
Rear Springs
Coil springs, manufactured from silicon steel, are fitted to the shock assembly The springs are retained at the lower end by plates attached to the
shock. Between the spring and shock is an isolator. The top of the spring is contained with an isolator and cup that is clamped between the shock
rod and rebound plate by a nut.
Rear Shocks and Top Mounts
The shocks at the rear are of the twin-tube gas pressure design, and like the front axle, the rear shocks are side specific. The shock rod is located in
a bushing in the top mounting and is secured with a rebound plate and a locknut. The top mounts are side specific and identified by the letter "R" or
"L" and attached to the body by two bolts.
Steering
Steering
The MINI features a power assisted steering system (EHPS) on all models. EHPS is a system not previously seen on BMW vehicles. The steering
rack is of conventional rack and pinion design. The steering column has two collapsible mechanisms and tilt adjustment. The twin spoke steering
wheel is common to all models although there are small differences depending on the model and equipment level. The steering column has 54 mm
of tilt adjustment manually controlled by a lever beneath the column. The electrically driven power steering pump is the main difference.
Purpose of the System
The Steering System is designed to offer smooth operation with maximum feedback to the driver. The Electro Hydraulic Power Steering, driven by
an electric motor rather than the conventional belt, conserves valuable engine power and provides a 3% savings in fuel economy.
The main components of the steering system are:
- Electro Hydraulic Power Steering Pump (EHPS)

- Rack and Pinion
- Steering Column
- Steering Wheel
System Components
EHPS
All models and derivatives are equipped with Electro Hydraulic Power Steering (EHPS). This system uses an electric motor to drive the hydraulic
pump. This replaces the customary design whereby the pump is permanently driven from the engine via the auxiliary belt. The EHPS motor
weighing 5.5 kg is mounted by four rubber insulators and is positioned in front of the steering rack.
The hydraulic pump displaces 1.25 cubic cm / revolution developing a pressure of 105 bars at a maximum pump motor speed of 4,200 rpm. The
hydraulic pump has an incorporated pressure relief valve. The smaller metal pipe from the aluminum bodied pump is the high pressure side and the
flexible pipe fitted to the plastic reservoir on the pump is the low pressure side. There is a small reservoir fitted to the end of the pump with a
remote reservoir fitted to the bulkhead. The system is filled with Pentosin CHF 11 S. For top-up and refill use the same oil.
Rack and Pinion
The Steering Rack is mounted on the front subframe and is of conventional power assisted rack design. The rack is 2.56 turns lock to lock.
Steering Column
The steering column is mounted on a one-piece aluminum bracket attached to the cross car beam. The steering column features two collapsible
mechanisms, the upper part sliding away from the driver and the lower part telescoping to allow for movement of the engine and sub-frame during
an impact. Vehicles equipped with DSC have a steering angle sensor fitted to the lower end of the upper column. The data is transmitted to the DSC
control unit via the CAN bus. A grommet with an integral bearing seals the column to the bulkhead and provides additional support at the bottom of
the column. A "Yoke" type joint secured by a nut and bolt secures the column to steering rack pinion. The ignition switch, steering lock cylinder
and gearbox interlock (ECVT cars only) is mounted on the steering column tube. The interlock prevents the ignition key from being removed until
the ECVT lever is in the Park position. A slip clutch is fitted beside the steering lock detent pin. If force is exerted on the steering wheel, this
prevents the detent pin from shearing off. This improves anti-theft protection. To reduce weight the column/lock assembly is made from pressure
die cast magnesium. The rotary coupler for the airbag is attached to the steering column switch unit. This is screwed to the top of the column. The
steering column has a tilt mechanism that allows the steering wheel to move 27 mm up and down from the center. Thus providing a total tilt
adjustment of 54 mm. Adjustment is made by means of a lever located under the column cover. The column is counterbalanced by two springs, one
either side of the column.
Steering Wheel
All models feature a two-spoke steering wheel. The MINI COPPER rim is vinyl. The MINI COOPER S (and optional MINI COOPER) steering
wheel is leather trimmed. The diameter of the steering wheel is 370 mm. The steering wheel airbag module has a capacity of 57 liters and is a
two-stage bag. There are a number of functions that can be performed without the driver having to remove his/her hands from the steering wheel.
Situated on the outside of the two spokes are the horn push buttons, these are on all steering wheels on all derivatives.
- Cruise control buttons (if equipped) are laid out on the wheel in the following manner. Cruise on & resume buttons are on the left hand side
and speed increase and decrease plus SET on the right hand side, these are located underneath the horn buttons.
- Audio system remote controls (if equipped) are located on the back of the steering wheel. On the left hand side is station search + and - these
buttons only search the station presets. On the right is volume + and - and in the middle is a mode button to change to bass, treble, balance
and fade. These are rocker type switches.
Electro-Hydraulic Steering System EHPS
Electro-hydraulic steering system EHPS
For the first time in a MINI, an electro-hydraulic steering system is being used.
Design
Electric drive - motor with control module
Hydraulic pump
Oil tank
The hydraulic lines and 2 plug connectors for electrical cables are connected to the EHPS unit. The first plug connector contains the voltage supply
of the electric motor. The second connector contains the cable for terminal 15, 61 and the D bus for the EHPS control module.
The speed of the electric motor is controlled in the EHPS control module, depending on the requirements.
The EHPS runs in two operating modes. If no power-assisted steering is required, the system is in standby mode. When the steering wheel is
moved, the system is immediately on maximum operation mode.
The electrical assistance for steering is only in standby mode with the speed signal from the engine. In this case, the speed signal is supplied by the
alternator on terminal 61.
If excess temperature is detected during operation, the current intake of the motor is reduced. The reduction takes place in steps as of 230 °F (110
°C).
When the EHPS control module detects the end of the steering maneuver or, for example, detects that a wheel has hit the curb, the current is briefly
reduced to 30 A.
The current of the electric motor with an in idling pump is around 8 A.
The operational readiness of the EHPS steering is ensured between 9 and 16 V. Outside this range, there is no power-assisted steering.
The EHPS unit contains its own control module with diagnostic facility. The following faults can be stored in the fault memory.
Power supply fault

Electric motor fault
Fault caused by excess temperature
Control module fault
In the case of damage, the diagnosis is to be run after the short test with the test modules of the suggested test plan.
If no fault is stored in the case of a complaint, select the corresponding document and test module from the function selection. The control-module
functions can also be used.
D Bus
Functional Description of Bus Systems
The bus system is a group signal line system on which the exchange of data or messages takes place. A bus makes it possible to connect a central
module (master) with a large number of independent control units. All units are connected in parallel to the bus line.
The diagnosis bus(D-bus, TXD link) transmits data between the DIS and a control unit. The control unit to be subject to diagnosis is selected by
sending a diagnosis telegram to the control unit address. In this way, on request of the tester, the control unit can convey status information and the
contents of the fault code memory or activate a control unit output.
The data flow of the indicator instruments and audio system mainly takes place via the instrumentation bus (I-bus) . For instance, the data for the
check control module, on-board computer, IKE display, multi-information display, navigation, radio and the telephone are transmitted on this bus.
The body bus (K-bus) is responsible for the data exchange of telegrams that are required throughout the system. For instance, the ZKE and the IHK
are connected to the K-bus. The K-bus is technically identical to the I-bus.
The general module is the central module of the peripherals bus (P-bus) . Peripheral modules interconnected by means of the P-bus are installed in
locations where the scope of wiring is particularly extensive, e.g. doors. The functions of the ZKE (power windows, central locking, etc.) are
controlled via the P-bus. The data are sent from the ZKE via the P-bus to the corresponding peripheral module from which the individual
components are activated.
The IHK stepper motors are controlled via the motor bus (M-bus) . The IHK sends telegrams that activate the stepper motor with the corresponding
address.
Addressing conditions of control units
In principle, all control units in the vehicle can be addressed via the diagnosis function when the ignition is switched on.
The busses are capable of exchanging information among each other via the IKE control unit (instrument cluster electronics) . It contains the
electronic control for the entire signal conditioning function and calculating the data from the instrument cluster and on-board computer. The IKE is
the bus master for the I-bus/K-bus. It serves as a gateway for the D-bus that converts the telegram format of the I/K-bus to the format of the D-bus.
It transmits and receives data from all modules and control units connected to the IKE via the bus systems. If, for example, the independent park
ventilation function is activated at the MID, this telegram must be routed via the I-bus, IKE and K-bus to the IHK that then carries out the
corresponding function. In this case, only data are allowed to pass through that, according to the address, are designated for the other bus.
Speed Signal - Information on Troubleshooting

Speed Signal - Information on Troubleshooting
Entry in fault memory - P0500 vehicle speed signal - malfunction

Check whether a malfunction or symptom is present at the customer.
If yes, work through the test module.
If no, clear this fault from the fault memory.
Explanation:
Possible cause of entry in fault memory:
In the event of undervoltage, ABS/ASC/DSC stops transmission of the speed signal earlier than DME. Thus DME lacks the signal for its function
and this fault memory is set.
Action:
Check the battery and voltage supply.

Steering: Service and Repair
Instructions For Removing And Installing Ear Clips
Special Tools Required:
^ 32 1 260
Note: the work steps are show on assorted components.
Ear clip must always be replaced.
To remove an ear clip, place special tool 32 1 260 at right angles to ear and cut ear open.
the ear clip can be fitted not only axially but also radially after the hook fastener has been opened.
Attach hook fastener and press ear together with special tool 321 260 .
Side cutter of special tool 32 1 260 can be used in areas which are difficult to access.
Caution: Gap (A) max. 1 mm!

Power Steering Fluid Reservoir: Service and Repair
Removing And Installing/Replacing Power Steering Oil Supply Tank
Recycling:
Observe country-specific waste disposal regulations.
Draw hydraulic fluid out of tank (do not reuse). Remove and install ear clips.
Refill power steering.
Remove nuts (1) securing supply tank to bulkhead.

PAS reservoir to bracket
M6 Nut ......................................................................................................................................................................................................... 8 Nm
Remove nut (2) from bracket clamp and remove clamp from tank.
PAS reservoir to bracket
M6 Nut ......................................................................................................................................................................................... 5.5 Nm ± 1 Nm
Release clips (3) from oil supply tank and remove oil supply tank from pipes.
Power Steering Line/Hose: Service and Repair
Replacing Power Steering Intake Pipe
Manual Transmission
Recycling:
Draw hydraulic fluid out of tank (do not reuse).
Remove and install ear clip.
Release clip from intake pipe (1) on supply tank and remove pipe.
Release clip holding pipe to steering pump and remove pipe. Catch any oil in suitable container.
Remove low pressure banjo bolt (1) to gain access to high pressure banjo bolt (2).
Remove pipe from vehicle.
Low pressure pipe to steering gear

M16 Banjo Bolt .......................................................................................................................................................................................... 40 Nm
High pressure pipe to steering gear
M14 Banjo Bolt .......................................................................................................................................................................................... 34 Nm
Install hint:
Bleed power steering.
ECVT Automatic Transmission

Caution: Make sure all parts are absolutely clean. Seal off pipe connections with plugs. No dirt is allowed to enter the system.
Recycling:
Observe country-specific waste-disposal regulations.
Draw hydraulic fluid out of tank - do not reuse.
Install hint:
Fill hydraulic system.
Caution: Pull high voltage connector straight or damage may occur.
Release clip from intake pipe (1) on supply tank and release pipe.
Disconnect connector (1).
Disconnect high voltage connector (2).
Remove screw (1) and disconnect pressure pipe.
High pressure pipe to power pack

M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Remove 2 bolts securing bracket to subframe.
Powerpack mounting bracket to subframe

M8 x 1.25 x 12 Screw ................................................................................................................................................................................ 19 Nm
Remove nut, securing bracket to front subframe.

M8 nut ........................................................................................................................................................................................................ 19 Nm
Remove pump assembly with connected pipe.
Remove security clip and disconnect intake pipe.

Replacing Power Steering High Pressure Pipe
Replacing Power Steering Pressure Pipe
Recycling:
Remove bolt (1) from power steering pump and remove pipe.
Plug pump and catch any oil from pipe in suitable container.

M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Remove nut (1) securing pipe to rubber mount.
High pressure pipe to rubber mount

M6 ................................................................................................................................................................................................................ 8 Nm

M14 Banjo .................................................................................................................................................................................................. 34 Nm
Install hint:
Recycling:
Remove bolt (1) from power steering pump and remove pipe.
Plug pump and catch any oil from pipe in suitable container.
M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Remove nut (1) securing pipe to rubber mount.

High pressure pipe to rubber mount
M6 ................................................................................................................................................................................................................ 8 Nm

M16 Banjo Bolt .......................................................................................................................................................................................... 34 Nm

Replacing Power Steering Inlet Pipe
Replacing Power Steering Return Pipe
Recycling:
Remove and install ear clips.
Install hint:
Release pipe from PAS supply tank (1).
Remove low pressure banjo bolt (1). Plug rack and catch any oil from pipe in suitable container.
Remove pipe.
M14 Banjo .................................................................................................................................................................................................. 34 Nm
Recycling:
Draw hydraulic fluid out of tank (do not reuse). Remove and install ear clips.
Release pipe from PAS supply tank (1).
Remove low pressure banjo bolt (1).
Plug rack and catch any oil from pipe in suitable container.
Remove pipe.
M14 Banjo Bolt .......................................................................................................................................................................................... 34 Nm
Power Steering Pump: Description and Operation
Principle of Operation
The EHPS has two connections: a 2-pin power cable connection and a 3-pin connection which consists of terminal 15, terminal 61 (to determine if
the engine is running) and the Diagnosis bus for communication with the control electronics integrated in the pump. The pump is operational only
when the engine is running.
A DC motor, capable of drawing a maximum current of 120 Amperes, but running at an average 11.5 Amperes, powers the system. In standby
mode with the engine running but the vehicle stationary the draw is 7.0 Amperes (+ / - ) 10%.
There are two modes of operation for the EHPS: no steering assistance and steering assistance.
With the engine running and no steering assistance required the pump operates at approximately 80% capacity at a speed of 3,500 rpm. Movement
of the steering changes the hydraulic pressure within the circuit which in turn effects the operation of the pump, this is identified at the control
electronics by the increase in current, the pump speed is increased to 4,500 rpm and now operates at full capacity.
Power Steering Pump: Service and Repair
Power Steering Pump
With Manual Transmission

Replacing Power Steering Pump
Recycling:
Draw hydraulic fluid out of tank, do not reuse.
Install hint:
Disconnect electrical connector (1).
Disconnect high voltage connector (2) by pulling straight.

M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Remove security clip (2) and disconnect return pipe.
Release 2 bolts holding bracket to subframe.


M8 x 1.25 x 12 Screw ................................................................................................................................................................................ 19 Nm
Remove nut, holding bracket to front subframe.

M8 nut ........................................................................................................................................................................................................ 19 Nm
Remove pump assembly.
Remove nuts (1) and bolts (2) holding bracket to pump and fit to new pump.
Powerpack to rubber mount

M6 Nut ............................................................................................................................................................................................. 8Nm ± 1 Nm
Powerpack to mounting bracket

M8 Screw torx head ...................................................................................................................................................................... 10 Nm ± 1 Nm
Change rubber mountings (3) if damaged.
With ECVT Automatic Transmission

Replacing Power Steering Pump (CVT)
Recycling:
Draw hydraulic fluid out of tank - do not reuse.
Install hint:
Release clip from intake pipe (1) on supply tank and release pipe.
Disconnect high voltage connector (2).

M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Release 2 bolts securing bracket to subframe.

M8 x 1.25 x 12 Screw ................................................................................................................................................................................ 19 Nm
Remove nut, securing bracket to front subframe.

M8 nut ........................................................................................................................................................................................................ 19 Nm
Remove pump assembly with connected pipe.
Remove security clip and disconnect intake pipe.

Remove nuts (1) and bolts (2) holding bracket to pump and fit a new pump.

M6 Nut ............................................................................................................................................................................................. 8Nm ± 1 Nm


EPAS Cooling Fan Replace
EPAS Cooling Fan Replace
Remove nuts (1) securing fan to bracket.
Use nuts once only.

Auxiliary fan
M8 Nut ....................................................................................................................................................................................................... 19 Nm
Note: Use once only.

Fit connector before installing fan.
Vehicles built before 1st March 2002
Note: Remove the fuse box access cover and check if the diode is still fitted. If the diode has already been removed DO NOT continue with the
following process:
Release passenger compartment fusebox.
Release harness tape (1) to access diode (4) and connectors (2 and 3).
Disconnect connectors (2) and (3) from diode (4).
Remove and discard diode (4).
Connect the connector (2) to (3) and re-tape harness.

Electrohydraulic Power Assisted Steering Cooling Fan Replace
Electrohydraulic Power Assisted Steering Cooling Fan Replace
Remove nuts (1) securing fan to bracket.
Use nuts once only.
Auxiliary fan
M8 Nut ....................................................................................................................................................................................................... 19 Nm
Note: Use once only.
Install hint:
Fit connector before installing fan.
Vehicles built before 1st March 2002
Note: Remove the fusebox access cover and check if the diode is still fitted. If the diode has already been removed DO NOT continue with the
following process:
Release passenger compartment fusebox.
Release harness tape (1) to access diode (4) and connectors (2 and 3).
Disconnect connectors (2) and (3) from diode (4).
Remove and discard diode (4).

Connect the connector (2) to (3) and re-tape harness.

Caution:
^ Make sure all parts are absolutely clean.
^ Seal off pipe connections with plugs.
^ No dirt is allowed to enter the system.
Recycling:
Draw hydraulic fluid out of tank -> do not reuse.

Disconnect electrical connector (1).

Disconnect high voltage connector (2) by pulling straight.

M8 x 1.25 x 20 Screw ................................................................................................................................................................................ 10 Nm
Remove security clip (2) and disconnect return pipe.
Release 2 bolts holding bracket to subframe.

M8 x 1.25 x 12 Screw ................................................................................................................................................................................ 19 Nm
Remove nut, holding bracket to front subframe.

M8 nut ........................................................................................................................................................................................................ 19 Nm
Remove pump assembly.
Remove nuts (1) and bolts (2) holding bracket to pump and fit to new pump.
M6 Nut ............................................................................................................................................................................................. 8Nm ± 1 Nm

Steering Angle Sensor: Testing and Inspection
0B Allocation Sensor/Vehicle Incorrect or Not Present

0B Allocation sensor/vehicle incorrect or not present
Possible cause(s) of fault:

Faulty or missing calibration
Faulty coding of the steering-angle sensor
Missing or faulty coding of the instrument cluster
Storage condition(s):
After ignition on, the vehicle identification number stored in the steering-angle sensor is compared to that stored in the instrument cluster. If the
comparison fails, a fault entry is made.
Troubleshooting procedure:
Has the instrument cluster been replaced?
Yes: code the instrument cluster
No: code the steering-angle sensor and calibrate using the ABS/DSC diagnostic program
Note:
The vehicle identification number is stored in the steering-angle sensor during the calibration.
The vehicle identification number is stored in the instrument cluster during coding.
0F Internal Fault (Stack)

0F Internal fault (stack)

Memory cell defective
The memory content of the CPU data is checked for plausibility. If an implausibility is indicated, a fault entry is made.
Clear fault memory, switch ignition off/on and check whether the fault is entered again
Yes: replace steering angle sensor
No: ignore fault, as it is likely that EMC scatter was the cause
Note:
After replacing the steering angle sensor, it must first be coded and then calibrated using the ABS/DSC diagnostic program.
05 Internal Fault (EEPROM)

05 Internal fault (EEPROM)

Terminal 30 not activated
EMC scatter
At ignition off, data is written in the EEPROM area.
With ignition on, the data in the memory is checked. In the case of implausibility of the EEPROM data, this fault entry is made.
If there is no power supply via terminal 30, it can occur that the data transmission cannot be performed completely.
If memory cells are defective, implausibilities can result.
Note: This fault is frequently a secondary fault when terminal 30 was interrupted.
Check power supply to terminal 30
No: ignore fault, as it is likely that EMC scatter or a temporary power supply interruption was the cause
Note:
06 Internal Fault (A/D Converter)

06 Internal fault (A/D converter)

Implausible signals due to a defective A/D converter
Replace steering angle sensor
Note:
07 Internal Fault (ROM)

07 Internal fault (ROM)

The memory content of the CPU data is checked for plausibility. If the ROM data indicates implausibility, a fault entry is made.
Replace steering angle sensor
Note:
08 Internal Fault (Ram)

08 Internal fault (RAM)

The memory content of the CPU data is checked for plausibility. If the RAM data indicates implausibility, a fault entry is made.
No: ignore fault, as it is likely that EMC scatter was the cause
Note:
Harmonic Balancer - Crankshaft Pulley: Service and Repair
Removing And Installing Or Replacing Vibration Damper
^ 11 2 150
^ 11 8 241
^ 11 8 242
^ 11 8 270
^ 11 8 310
^ 11 8 320
Remove road wheel.
Refer to Removing or installing front or rear wheel.
Remove wheel arch cover.
Refer to Removing and installing/replacing front left or right wheel arch cover.
Remove auxiliary drive belt.
Refer to Replacing alternator drive belt.
Using special tool 11 2 150 and special tool 11 8 320 remove vibration damper retaining bolt.
Insert special tool 11 8 270 and tighten.
Install hint: Crankshaft pulley retaining bolt.

Tightening torque, Dampner .................................................................................................................................................................... 115 Nm
Fit puller, special tool 11 8 310 and remove pulley.
Remove special tool 11 8 270 and insert special tool 11 8 242
Refit pulley with special tool 11 8 242 and 11 8 241

Steering Angle Sensor: Description and Operation
Steering angle sensor
General
In order to function, the DSC system requires the overall steering wheel angle. The overall steering wheel angle is measured by the steering angle
sensor. As the software could not be accommodated on the DSC control module for reasons of processor capacity, a separate control module with
its own fault memory has been developed.
Arrangement in vehicle
The steering angle sensor is mounted on the steering shaft.
Operating principle
The steering angle sensor has two potentiometers offset by 90°. The steering wheel angle determined by these two potentiometers covers one full
steering wheel turn; each of these values is repeated after +/- 180°. The steering angle sensor knows this and counts the steering wheel revolutions
accordingly. The overall steering wheel angle is thus made up of the current steering wheel angle together with the number of steering wheel
rotations. In order that the overall steering wheel angle is available at any time, uninterrupted detection of all steering wheel movements - even
when the vehicle is stationary - is required. In order to achieve this, the steering angle sensor is permanently supplied with power from Terminal 30.
This means that steering wheel movements are also detected with ignition off. The steering angle detected by the potentiometers remains available
even after interruptions to the power supply; the number of steering wheel revolutions, however, is not. In order that the steering angle sensor
remains functional after power supply interruptions, software that calculates the number of steering wheel rotations on the basis of the speed of
rotation of the road wheels (and, on some models, the steering wheel being turned from lock to lock) has been integrated. This process is referred to
as initialization or imposition. If imposition does not succeed by the time a speed of approx. 20 km/h is reached from a standing start, the DSC is
switched to passive mode, the DSC warning lamp comes on, and a fault is recorded on the DSC control module. The imposition process is
performed whenever the ignition is switched on if the number of steering wheel revolutions is not available. Four-wheel drive vehicles are an
exception to this rule: The DSC system is immediately switched to passive mode and a fault entered in the DSC control module memory if there has
been an interruption in the power supply to the steering angle sensor. In contrast with conventional drive vehicles, the imposition process is not
aborted on reaching a specific road speed, but rather continued until the DSC is receiving correct steering angle data. At that point, the DSC
warning light goes out and the DSC is operational again. In both cases, there is no fault recorded on the steering angle sensor. As an additional
safety measure, the DSC control module calculates the steering angle on the basis of the speed of the road wheels and compares it with the
information supplied by the steering angle sensor. This plausibility check prevents the vehicle operating on the basis of incorrect calibration. An
incorrect zero position can result from incorrect calibration or alteration of the steering geometry as a result of damage or repairs. Another safety
factor is precise assignment of sensor to vehicle. During calibration, the VIN number is stored in the EEPROM and then compared with the VIN
number received from the instrument cluster whenever the ignition is switched on.
Replacing the steering angle sensor
Encoding
In order to perform its internal calculations, the steering angle sensor requires model-specific data which has to be loaded into it by means of
coding.
Calibration
Calibration permanently stores the current steering wheel position as the straight ahead position in the steering angle sensor EEPROM. Therefore,
the front wheels and the steering wheel must be set exactly to the straight ahead position before calibration. In addition, the vehicle identification
number is also read from the instrument cluster and stored permanently in the steering angle sensor EEPROM. On successful completion of
calibration, the steering angle sensor fault memory is automatically cleared.
Calibration must always be carried out after the following operations:
Replacement of the steering angle sensor
Replacement of the DSC control module
Adjustment work on the steering angle geometry
Any work on the steering or front suspension
Voltage supply
The steering angle sensor is permanently supplied with power from Terminal 30 which also has its own fuse. In addition, the steering angle sensor
also receives a power supply from Terminal 87 or, depending on model, from Terminal 15. This supply is brought via a different fuse.
Frequency counter:
When a fault is detected after ignition off the frequency counter is incremented upwards by 1. The maximum value is 31.
If the fault no longer occurs during the next trip, the frequency counter is reduced by 1. The minimum value is 0.
Steering Angle Sensor: Service and Repair
Removing And Installing Or Replacing Steering Angle Sensor
Caution:
^ there will no longer be an end stop once the steering spindle has been separated from the steering gear. the steering wheel can be turned
without restriction.
^ In order to avoid damaging contact ring in steering column:
^ Move steering wheel to straight ahead position.
^ Engage steering lock and remove ignition key.
^ the steering angle sensor must be coded if it has been replaced. A steering angle offset for DSC must then be carried out.
Remove storage tray.
Remove lower steering column cowl.
Remove bolt (1) securing lower column universal joint to upper column.
Release lower column from upper column.
Top universal joint clamping bolt
M8 Screw ................................................................................................................................................................................................... 30 Nm
Note: Use only once.
Use new patchlock bolt.
Disconnect harness and remove steering angle sensor in direction shown.
Ensure sensor is fitted on location pin (1) and grip is located on center shaft (2).
Ensure bolt hole in lower column and recess in top spindle are aligned.
When fitted correctly top spindle should be in position (1)

Steering Column: Service and Repair
Removing and Installing/Replacing Steering Column
Caution: After installation, carry out mechanical (steering lock, interlock) and electrical (e.g. ignition, radio etc.) function checks.
Remove upper section of steering column trim.
Remove lower section of steering column trim.
Replacement only:
Remove steering wheel.
Remove ignition starter switch.
Remove steering-lock cylinder.
Remove steering angle sensor.
Disconnect connectors from rotary coupler and ring antenna (shown).
Replacement only:
M8 nut ........................................................................................................................................................................................................ 19 Nm
Remove screws (1).
Remove complete rotary coupler unit.
Disconnect interlock cable (CVT derivatives only).
Install hint:
Lock must snap into place.
Remove bolts (1).
Install hint:
Remove all adhesive from bolts.
Apply Loctite 270 to thread of bolts.
Column to cross beam

M8 Screw ................................................................................................................................................................................................... 22 Nm

M8 Screw ................................................................................................................................................................................................... 30 Nm
Fit new bolt.
Install hint:
Ensure bolt hole in lower column and recess in top spindle are aligned. When fitted correctly top spindle should be in position (1).
Steering Column: Service and Repair
Removing and Installing / Replacing Steering Column
Removing And Installing / Replacing Steering Column
Caution: After installation, carry out mechanical (steering lock, interlock) and electrical (e.g. ignition, radio etc.) function checks.
Remove upper section of steering column trim.
Remove lower section of steering column trim.
Replacement only:
Remove steering wheel.
Remove ignition starter switch.
Remove steering-lock cylinder.
Remove steering angle sensor.
Disconnect connectors from rotary coupler and ring antenna (shown),
Replacement only:
Rotary coupler to steering column ......................................................................................................................................................................... 4 Nm
Remove screws (1).
Remove complete rotary coupler unit.
Disconnect interlock cable (CVT derivatives only).

Lock must snap into place.
Remove bolts (1).

Remove all adhesive from bolts.
Apply Loctite 270 to thread of bolts.
Column to cross beam
M8 Screw ................................................................................................................................................................................................... 22 Nm
M8 Screw ................................................................................................................................................................................................... 30 Nm
Fit new bolt.
Steering Column Cover: Service and Repair
Replacing Lower Section of Steering Column Trim
Removing And Installing / Replacing Lower Section Of Steering Column Trim
Move steering column to "top" position.
Remove ignition switch rubber (1).
Remove screws (2).

Steering wheel column lower trim ......................................................................................................................................................................... 2 Nm
Release trim retaining clips (arrows).
Remove trim.
Ensure lower trim is correctly aligned to the upper trim.
Steering Column Lock: Service and Repair
Removing and Installing or Replacing Steering-Lock Cylinder
Removing And Installing Or Replacing Steering-Lock Cylinder
^ 32 3 110
Disconnect battery.
Remove ring antenna.
With ignition key, turn lock barrel to position "R".
Press special tool 32 3 110 into locking cylinder hole and remove locking cylinder.
Note: If necessary, turn special tool in hole.

Steering Gear: Service and Repair
Replacing Bellows For Steering Gear on Left or Right
Replacing Bellows For Steering Gear on Left or Right
^ 32 3 090
Remove wheels.
Caution: To avoid damage to rack and suspension mounting move rack in as far as possible.
Remove track rod end nut.
Disconnect track rod using special tool 32 3 090 (1).
Outer ball joint to knuckle

NOTE: Use bolt only once.
M10 x 1.25 x 12 Locknut ........................................................................................................................................................................... 52 Nm
Mark tie rod with a dab of paint (1) to ensure refitment of track rod in correct position.
Release locknut from track rod end and remove track rod and locknut.
Locknut inner ball joint to outer ball joint

M14 x 1.5 Nut ............................................................................................................................................................................................ 63 Nm
Remove clamping bands.
Remove boot.
Grease steering tie rod at taper (1) - this ensures that the boot does not turn when the tie rod turns.
Caution: Clean rack and steering tie rod. Grease toothed area of rack.
If polished surface of rack is damaged (rust, replace steering gear).
Install boot with clamping bands.
Use KDS to check wheel alignment.

Steering Gear: Service and Repair
Replacing Power Steering Gear
Replacing Power Steering Gear
^ 32 3 090
Caution:
Adjust front axle after assembly.
Make sure all parts are absolutely clean.
No dirt is allowed to enter the system.
Seal off pipe connections with plugs.
Recycling:
Draw hydraulic fluid out of tank and do not reuse.
Install hint:
Remove road wheels.
Mark steering tie rod with a dab of paint (1) to act as a guide/starting position when adjusting wheel alignment with the new steering rack.
Remove left and right steering tie rod end nuts.
Release steering tie rod ends from knuckle using special tool 32 3 090
Outer ball joint to knuckle

M10 x 1.25 x 12 Locknut ........................................................................................................................................................................... 52 Nm
Release stabilizer lower link nuts (1) - grip with open end wrench.
Install hint:
Replace self-locking nut.
Lower universal joint clamping nut

M8 Nut ....................................................................................................................................................................................................... 22 Nm
Note: Use only once
Drain oil from PAS reservoir.
Remove steering column clamp nut and bolt (1).

M8 Nut ....................................................................................................................................................................................................... 22 Nm
Note: Use only once
Disconnect high (2) and low (3) pressure pipes from rack pinion housing.
Seal off pipe connections with plugs.
High / Low pressure pipes to steering gear

M6 X 1 Nut ................................................................................................................................................................................................. 8 Nm

M14 Banjo .................................................................................................................................................................................................. 34 Nm
Remove steering rack heat shield fixings (1).

M8 nut ........................................................................................................................................................................................................ 19 Nm
Disconnect pipe bracket from rack (1).
Release 4 bolts (1) holding rack to subframe.
Steering gear to subframe

M10 x 45 .......................................................................................................................................................................................................... 56 Nm
Remove rack from subframe.
Install hint:
Ensure clamp for rubber mounting is fitted in correct orientation when refitting.
Caution: Adjust wheel alignment.

Steering Shaft: Service and Repair
Replacing Steering Spindle Lower Section
Caution:
There will no longer be an end stop once the steering spindle has been separated from the steering gear. The steering wheel can be turned
without restriction.
In order to avoid damaging contact ring in steering column:
Move steering wheel to straight ahead position.
Engage steering lock and remove ignition key.
Remove storage tray.
Remove lower steering column cowl.
Remove nut (1) and remove bolt (2).
Release knuckle from pinion.

M8 Nut ....................................................................................................................................................................................................... 22 Nm
Note: Use only once
Pull lower half of sliding joint and bearing up through boot.
Release joint to upper column from upper column.

M8 Screw ................................................................................................................................................................................................... 30 Nm

Install hint:
Steering Shaft: Service and Repair
Replacing Boot For Lower Steering Spindle
Remove nut (1) and remove bolt (2).
Release knuckle from pinion.

M8 Nut ....................................................................................................................................................................................................... 22 Nm
Note: Use only once
Pull lower half of sliding joint and bearing up through boot.
Push to one side.
Remove boot from floor by pushing out from inside the vehicle in direction shown.
Installation:
Fit boot from engine bay ensure seal fits securely to floor (1).
Refit joint to rack.
M8 Nut ....................................................................................................................................................................................................... 22 Nm
Note: Use only once
Steering Wheel: Service and Repair
Removing And Installing/Replacing Steering Wheel
Move steering wheel/wheels to straight ahead position
Release screw (1) and remove steering wheel (2).
Move wheels to straight ahead position.
Fit steering wheel.

Markings on steering wheel (3) and steering spindle (4) must match up.
Steering wheel to steering knuckle
M14 x 1.5 ................................................................................................................................................................................................... 45 Nm

Steering: Description and Operation Electro Hydraulic Power Steering (EHPS)

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Steering: Description and Operation Electro Hydraulic Power Steering (EHPS)

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2006 Mini Cooper (R50) L4-1.

6L (W10) Copyright © 2011, Page 1

Electro Hydraulic Power Steering (EHPS)

Purpose of the System

The main components of the steering system are:

There are two different (MFL'S) Sport and Standard.

Advantages of MINI Front Suspension

Firm and Responsive

The front suspension consists of the following main components:

Lower Control Arms

Anti-Roll Bar and Links

General Suspension Data

Advantages of MINI Rear Suspension:

- Rear Passenger Comfort.

Rear Anti-Roll Bar

Rear Shocks and Top Mounts

Purpose of the System

The main components of the steering system are:

- Electro Hydraulic Power Steering Pump (EHPS)

Rack and Pinion

Electric drive - motor with control module

The current of the electric motor with an in idling pump is around 8 A.

Power supply fault

Addressing conditions of control units

Speed Signal - Information on Troubleshooting

Entry in fault memory - P0500 vehicle speed signal - malfunction

If yes, work through the test module.

If no, clear this fault from the fault memory.

Possible cause of entry in fault memory:

Check the battery and voltage supply.

Note: the work steps are show on assorted components.

Ear clip must always be replaced.

Caution: Gap (A) max. 1 mm!

Remove nuts (1) securing supply tank to bulkhead.

Draw hydraulic fluid out of tank (do not reuse).

Remove and install ear clip.

Remove pipe from vehicle.

Low pressure pipe to steering gear

ECVT Automatic Transmission

Draw hydraulic fluid out of tank - do not reuse.

Caution: Pull high voltage connector straight or damage may occur.

Disconnect connector (1).

Disconnect high voltage connector (2).

Remove screw (1) and disconnect pressure pipe.

High pressure pipe to power pack

Remove 2 bolts securing bracket to subframe.

Powerpack mounting bracket to subframe

Remove nut, securing bracket to front subframe.

Powerpack mounting bracket to subframe

Remove pump assembly with connected pipe.

Remove security clip and disconnect intake pipe.

Draw hydraulic fluid out of tank (do not reuse).

High pressure pipe to power pack

Remove nut (1) securing pipe to rubber mount.

High pressure pipe to rubber mount

Remove pipe from vehicle.

High pressure pipe to steering gear

Draw hydraulic fluid out of tank (do not reuse).

Remove nut (1) securing pipe to rubber mount.

Remove pipe from vehicle.

Bleed power steering.

Draw hydraulic fluid out of tank (do not reuse).

Remove and install ear clips.