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while a go i done a refresh on a n18 cooper s just wanted a basic refresh and not go in to it to deep ,, any way car was done and went home then after about a month or so got a message and pics showing mayo in coolant and oil in crankcase same things ie coolant had mixed with oil and coolant in both sides after a phone call and chat about it i was told thinks its the head gasket failed ,, and or course if it was head gasket it would be to do with the refresh and totally a no brainer all on me and i would 100% fix it as thats right thing to do,, i did say on phone at time which is true i have in 10 years of doing these engine never had a head gasket fail on any of them ever they just dont do gaskets , also i use welsseal as insurance against such issues ,, anyway car arrives the recovery guy told me he was told not to try and start it as its got head gasket gone was told by owner,, anyway today i finally got around to proper diagnose it ,, i knew what it was going to be and already had a gut feeling either core plug or oil filter housing cracked ,, so pulled rocker cover off i drained the sludge out about 3 gallons so far of mixed oil and coolant , once drained the worst off ie then connected the smoke tester to header tank and sent smoke in ,,, and clear as day and in pics below the top of head core plug had come out and smoke bellowing out the hole,, i then checked the jockey wheel to water pump and found it was making connection to pulley so not happened from over heated ,, just came out guess when i received the car the first time the header tank was low of coolant and was mainly water, and later found the plastic link pipe broken on the end ,, so likely is over time of topping up with coolant might of put heat to the area and helped make loose the core plug over time, or its just a random issue that just happens sometimes ,, now the unknown is what damage its done to the refresh as engine running with coolant in oil is never a good thing so now it will be a clean it out fix core plug run it up and see what happens,, worst case is crank or and oil pump been hurt from it, at least its relief for me as not nothing to do with any thing i have done on the refresh work,

The core plug that was removed is a specialised item that can only be obtained from the main dealer. When installing the replacement core plug, it should be positioned in the middle with four points surrounding it, which will secure it to the alloy head and prevent it from pulling out again. Additionally, a smoke machine should be used in the header tank to complete the installation process.

I will first repair the core plug, then proceed to fill the crankcase with diesel fuel and crank the engine multiple times, around 20 to 30 times, in order to cleanse the galleries. I may need to repeat this process if necessary. As for the coolant system, I plan to use dishwasher cleaner and water to clean it out. It may require several attempts to fully clean the system. I hope that these procedures do not cause any harm to the owner's vehicle.

There is a bit of a mess with mayonnaise that has to be cleaned up. However, the N18 engines also have their own set of issues. Are head core plugs included in the N14?

Every engine is prone to difficulties as it ages and accumulates mileage. The problem is in expecting a 10-year-old automobile with 100,000 miles to perform flawlessly as if it were brand new.

Indeed, it is a valid observation. The tiny R56 I acquired is in great shape both inside and externally, making it easy to overlook its 16-year age. I am eagerly anticipating doing a thorough inspection and replacing any necessary components for the mikefresh, which will allow me to fully enjoy it with peace of mind.

Is it worth using the Mahle JCW pistons for 80 instead of the normal N14 Mahle pistons?

I am certain that you will successfully clean it, as you have said. I hope that the crank and other components are in good condition.

The advantageous aspect is that it occurred swiftly and subsequently illuminated the situation, thereby providing a reasonable probability of a positive outcome. The second occurrence, which I have seen just twice in a span of six years, is thus rather uncommon.

I am unfamiliar with the task and often prefer to adhere to established guidelines. However, if there is a request for forging, it may be rather expensive and burdensome, so I generally avoid becoming involved in such matters.

Indeed, I fully get that once you begin making modifications, it becomes an unending expedition of more alterations to compensate. JCW Rods are same to MCS. I would want to know the specific variations between the Factory JCW N14 and the normal MCS in terms of their internal components. I just want a dependable 210. Currently, I have upgraded to superior Mahle pistons, an improved intake manifold, an enhanced air filter, a larger turbocharger, and a remapped engine control unit. I assume that they installed a larger intercooler on the vehicle.