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1.6L 16v - EP6D THP Gen1 2006-2010 (without valvetronic)
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1.6L 16v - EP6D THP Gen1 2006-2010 (without valvetronic)
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Set of 4 forged 4340 steel connecting rods for MINI Cooper S / JCW 1.6 16V Prince.
The 1.6 16V "Prince" engine is a 1,598 cc four-cylinder petrol unit (77 mm bore × 85.8 mm stroke) developed jointly by the BMW Group and PSA. On MINI it comes as the naturally aspirated N12 (Cooper) and as the direct-injection turbocharged N14 then N18 (Cooper S and John Cooper Works). The N14 and N18 combine a turbocharger, direct injection and, on the N18, Valvetronic valve control, for high efficiency in a compact package.
From the entry-level Cooper (around 120 hp) to the turbocharged Cooper S and JCW (around 174 to 211 hp), the Prince block powers the MINI R55, R56 and R57. Popular with tuners, it quickly exposes the limits of its stock rods as boost pressure and engine speed rise. To make high power reliable, those rods are replaced with forged 4340 steel rods fitted alongside forged pistons.
Forged from high-strength 4340 steel, these reinforced rods secure the bottom end as soon as power climbs. They become essential when switching to forged pistons, raising the rev limit, increasing boost pressure or adding displacement — all cases where the stock rod reaches its limits.
Designed to absorb the stresses of built engines, turbo or supercharged, they suit every discipline (rally, drift, drag, circuit, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to a full competition engine.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 20 mm | Small-end width | Big-end diameter OEM 48 mm | Big-end width | Center-to-center OEM 138.55 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| R-MIN-002-I | ZRP | I | ARP 2000-3/8"-38mm | 20 mm | 48 mm | 20.87 mm | 138.55 mm | 450 g | |
| R-MIN-002-I-L19 | ZRP | I | ARP L19-3/8"-38mm | 20 mm | 48 mm | 20.87 mm | 138.55 mm | 450 g | |
| KCR212A-T | Wössner | I | ARP 2000-5/16"-38mm | 20 mm | 20.80 / 10.50 mm | 48 mm | 20.85 mm | 138.6 mm | 510.89 g |
| Rod | Bolts | Torque | Recommended stretch |
|---|---|---|---|
| ZRP (R-MIN-002-I) | ARP 2000 | 61 N·m | 0.140 – 0.152 mm |
| ZRP (R-MIN-002-I-L19) | ARP L19 | 67.8 N·m | 0.152 – 0.165 mm |
| Wössner (KCR212A-T) | ARP 2000 | 40.7 N·m | 0.1270 – 0.1397 mm |
The reference method remains stretch-gauge measurement; the instructions supplied with the kit always take priority. The quoted torque figures assume assembly with ARP lubricant.
| 4340 is a nickel-chromium-molybdenum alloy steel used in aerospace as well as in motorsport. Forged then heat-treated (quenched and tempered), it combines high tensile strength, excellent fatigue life and real ductility. Compared with a stock rod — often sintered metal optimised for series cost — a forged 4340 rod gains about 19% in yield strength, 8% in tensile strength and 19 to 37% in fatigue strength, giving far greater endurance under cyclic loads. That is why forged 4340 is the benchmark once boost and engine speed rise. |
 | I-beam profile. Its thinner central section makes the rod lighter: less inertia and crisper rev pick-up. It is the favoured profile on modern turbo engines such as the Prince. Its I-HD (Heavy Duty) variant is a reinforced version intended for the highest loads. |
The rod bolt is among the most heavily loaded parts of the engine. The key is to match the ARP grade to the real use of the build, then to follow the assembly torque and stretch figures rigorously.
 | ARP 2000 (tensile strength ~220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. Suitable up to 150 hp/cylinder in 5/16" and 200 hp/cylinder in 3/8", and up to around 8,500 rpm, it is the most common grade in circuit, trackday, drift, rally, drag and hillclimb use: tough, reliable and versatile, with no special storage precautions. |
 | L19 (tensile strength ~260,000 psi, i.e. ~1,793 MPa) targets engines pushed to the extreme: up to 200 hp/cylinder in 5/16" and 250 hp/cylinder in 3/8", and up to around 10,000 rpm, under high boost and sustained high revs. It is the choice for big-power builds (drag, drift, rally, circuit). Sensitive to corrosion and hydrogen embrittlement, it must be stored and fitted oiled, away from moisture. |
| Beyond torque tightening, measuring bolt stretch remains the most reliable check for reaching the target preload. It is done with the bolt fitted: a dial gauge is placed on both ends of the bolt to read actual stretch, which must match the recommended value (see the torque and stretch table above). This approach removes the friction scatter inherent in torque tightening and secures the assembly on heavily stressed engines. |
 | ZRP, a Greek maker of high-performance forged rods founded by Alex Drakos in Athens. Each rod is forged from 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high revs. Offered here in I-beam profile with ARP 2000 or L19 bolts, they are designed and inspected in Greece, and proven in rally, on circuit and in drift. |
 | Wössner, a German forge renowned for its high-performance forged pistons and rods. Its rods are forged from 4340 steel, carefully machined and balanced, then supplied with ARP 2000 bolts (5/16"). The optimised I-beam profile seeks the best compromise between lightness and strength on boosted engines. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
These forged connecting rods fit MINI models with the 1.6 16V "Prince" engine (naturally aspirated N12 and turbo N14 / N18):
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| MINI | Cooper (R55 / R56 / R57) | N12B16A | 120 hp | 2006 – 2012 |
| MINI | Cooper S (R55 / R56 / R57) | N14B16A | 174 hp | 2006 – 2011 |
| MINI | Cooper S (R56 LCI) | N18B16A | 184 hp | 2010 – 2013 |
| MINI | Cooper S / John Cooper Works (R56) | N18B16C | 211 hp | 2008 – 2013 |
OEM reference: 11247597419 (set of 4 rods; the Prince engine uses several factory references depending on revision and weight class).
When a stock bottom end fails (a broken, bent or scored rod), returning to the factory configuration means replacing rods and pistons, which are often damaged together. The bill rises quickly for a mere return to standard.
For a comparable budget, sometimes lower, forged 4340 steel rods paired with forged pistons deliver far greater reliability and safety margin, plus real headroom for more power. It is the route European tuners have taken for over fifteen years.
For the same budget: more reliability, more potential, more longevity.
