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Stage 1 of MotoringSpeeds 1st Project Car has been successfully completed. With only 3 hours of tuning on AutoScope's DynaPack dyno Jan of Revolution MINI Works found quite a bit of power. The MINI, a bone stock 04 example with ~ 24K miles on the clock was transformed into a tire smoking Chesire Cat sized grin producer. Three weeks from concept to reality with Will of Bob's Tire and Auto in Lewisville, TX deftly handling the mechanical end in a scant 6 days.
A baseline dyno at the beginning of the project in cooler weather netted 147.7WHP at 6307RPM with 148.5Ft/lb at 4051. A quick base flash was installed to scale the 440cc injecters to prevent fouling of sensors during the trip to the dyno. The first pull returned 207WHP and 162Ft/lb. Capable tuning yeilded a final result of 230.5WHP at 7414RPM and 184.1Ft/lb at 4872RPM. What the numbers, as impressive as they are, do not show is the 170+ft/lb available form 3200-7100RPM. See the scan below.
Mods:
RMW Head
RMW Cam
RMW Adjustable Cam Gear
RMW Header
RMW Exhaust
ARP Head Studs
440 Injectors
CravenSpeed CAI
CravenSpeed 15% Pulley
Quaife
ClutchMasters Stage 3 Clutch
nice numbers. what's the benefit of the cam gear? that's teh one thing we didn't do on my (besides the clutch).
Retarding the camshaft timing will generally shift the powerband upward, increasing top-end power. Conversely advancing the camshaft timing will shift the powerband downward, allowing for increased torque at lower RPMs. However since we are supercharger speed dependent and the S/C does not really come into play until around 3K RPM advancing the camshaft is somewhat useless on an MCS.
nice numbers. what's the benefit of the cam gear? that's teh one thing we didn't do on my (besides the clutch).
Benefit=precise custom cam timing and ability to alter cam timing(advanced or retard) fairly quickly. With no adjustable cam gear we are limited to rotating cam/timing chain from sprocket to sprocket right? The adjustable cam gear will allow infinite adjustments between sprockets.
Jeremy
__________________ 2004 Liquid Yellow MCS Sport/Chrome Pkg, 17% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Fuel Injectors and Software, Edge Racing Sport Header with Magnaflow Cat, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Alta 19mm Rear Sway Bar, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.
Nice thoughts about cams jhiggs I have read a couple of your comments around...you have a MINI now not a Detriot Hot Rod !
I may be wrong but having an adjustable cam gear is great if Jan is going to be around to re tune after making any cam timing adjustments. I would think the purpose on the MINI engine is during Dyno/Tunes to play around with adjustments to find the optimum cam timing for a given RPM operating range. It is kinda like changing cams only not. Any changes in that area effects the final tune I believe. At least on every other engine out there. I used them on DETROIT steel long ago before ECU's
Last edited by Nitrominis; 03-10-2008 at 07:47 PM.
Conversely advancing the camshaft timing will shift the powerband downward, allowing for increased torque at lower RPMs. However since we are supercharger speed dependent and the S/C does not really come into play until around 3K RPM advancing the camshaft is somewhat useless on an MCS.
Regarding advancing the cam for more low-end power, I was just wondering if a faster closing bypass valve, ie the Detroit Tuned one, would make any difference in the equation. Obviously it doesn't affect the s/c speed, but would the fact that it closes faster and therefor helps the s/c start producing boost faster help with an advanced camshaft making more torque down low?
Forcefeed yes. I have every thing in my car, but I have a 17% pulley & a 2% crank pulley. I'm running 380 injectors. The problem is getting the car to stay in gear long enough. Mine has been upshifting at 6500 rpm's, so the numbers are a little low. Jan's working on it.
Forcefeed yes. I have every thing in my car, but I have a 17% pulley & a 2% crank pulley. I'm running 380 injectors. The problem is getting the car to stay in gear long enough. Mine has been upshifting at 6500 rpm's, so the numbers are a little low. Jan's working on it.
Obviously people think differently about this than I do, but I would question the idea of doing all of this work with an automatic behind it. If they beefed up the 6sp manual in the JCW for a 36 horsepower difference, I would have to wonder about the life of the Aisin automatic when backing up big power...
__________________ 2009 John Cooper Works Clubman: Pure Silver over Horizon Blue, Pure Silver C-Pillars, Mirrors, Hood Stripes, Cold Weather, Premium, Rear Spoiler, Front & Rear Fog Lamps, Bluetooth/USB/iPod
nm Engineering: Short Shift Adapter and Assembly Cover (06/11)
MiniDoMore: Hitch, Drawbar, Cargo Platform and Box (06/11)
Obviously people think differently about this than I do, but I would question the idea of doing all of this work with an automatic behind it. If they beefed up the 6sp manual in the JCW for a 36 horsepower difference, I would have to wonder about the life of the Aisin automatic when backing up big power...
Our auto S was pushing 201 whp and I think that's all that I would be willing to put to that transmission. Not to mention there is no posi in it, so you can't use the power low end anyways.
2004 Liquid Yellow MCS Sport/Chrome Pkg, 17% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Fuel Injectors and Software, Edge Racing Sport Header with Magnaflow Cat, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Alta 19mm Rear Sway Bar, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.
