Well I installed a wet kit yesterday....it is a whole lot of fun.

The speed is on par with a mid 90's mustang.

I am running a 50 shot right now, and need to change the filter out...still the stock paper...looking at the logs from the scan it is pulling in outside temp, all other vitals look good.

now to get the filter and some new rubber.

 

dont hold the button down too long, you dont want pieces/parts going thru the hood.

 

Keep us posted on this mod over the long hall. Some one a while back started a thread when they installed the kit M7 sells. But there haven't been any updates in about 6mo. would be good to hear from them to. What brand did you get. 50HP shot sounds awfully big for the innards of a cooper engine and the transmission. although it would be fun to try. Keep us posted.

 

Thats what im thinking


i wase able to break and axle and a tranny in an 05 MC last year with only an intake!

 

I am not planning on running it from a stop so tranny and axles shouldn't be an issue. I have run a 125 shot on an alum. block camaro before, the iron block should take the very occasional 50 shot. I don't think that the motor should have any real issues.

 

I wouldnt worry about the block, i would worry about the weak rods and crank.

all the MCS internals are forged, MC ones are not.

 

So are Mini engine's really that weak that you guys are saying that it can't even handle a 50 shot?????

I mean my friends and I have sprayed our Honda/Acura's for years and never had problems.

I sprayed a 50 shot on my 1.6 liter Honda for a long time and it loved it and never showed any signs of weakness.

50 really isn't that much.

Do you have to run wet on the Mini? Most Honda/Acura's a dry kit is good till about a 75 shot then you want to move to wet. Also how do you retard timing on a Mini? Make sure you are running 1 step colder plugs as well to prevent detonation.

I would be more scared of a back fire with the plastic intake on the Mini's than anything. The newer model camaro's have the plastic ones and are prone to explode when spraying them and getting a back fire.

 

I wouldn't say prone...I had one and sprayed often, along with other people with them. The people that had issues usually left the bottle open without the engine running.

 

Yea, that's probably true, but the ones on the camaro's that I have seen blow have been while they are at the track racing them, not just sitting there doing nothing. Most likely a little bit of both is true.

They usually blow because gas from a wet kits often gets left behind just sitting in the intake and then will get so hot that it explodes or it is caused by late detonation of really hot plugs.

 

Any chance of seeing some pix of your setup? Was it the Venom from M7 that you put in?

 

Only the MC is questionable on what it can take . The MCS model has no problem with the extra power

 

Cooper and S have different internals. It is well known that earlier manual transmissions mfg. in Midlands plant (UK) were weaker than the Getrag also. Here are highlights:

4.1.2 Reciprocating Elements
Because of the significantly higher peak
combustion pressures compared with the
basic naturally aspirated engine, considerable
modifications have had to be made to
the crank mechanism as well. Whereas the
basic version is fitted with a cast crankshaft,
a drop-forged steel crankshaft is used
on the Cooper S. There is no need to harden
the crankpins and main bearing journals,
but three-layer bearings are used to cope
with the higher bearing forces involved.
The crankshaft is supported at five points
and has 8 counterweights, which provide
80 % balancing. This configuration minimises
free vibration and bearing loads.
The connecting rods have also been fundamentally
modified. The basic engine is
fitted with sintered rods, but the Mini
Cooper S uses a forged version with computer
optimised geometry. As with the basic
sintered version, these rods are
“cracked”.
4.1.3 Oil Pump
The oil pump has been modified to meet
the higher volumetric flow requirements
imposed by the oil spray nozzles. It is a
“gerotor” gear-type pump driven directly
from the crankshaft and is an integral part
of the timing drive cover. The only modification
required was to optimise the flow
characteristics of the control lips at the inlet
and outlet sides of the pump. This yielded
an increase of about 15 % in the flow rate.
The pressure-regulating system has also
been reconfigured to ensure that the required
supply pressure of at least 3 bar is
available even at critical engine speeds.
This made it possible to avoid the alternative
of widening the gearwheels in the
pump, which is associated with an increase
in friction.

4.1.4 Cylinder Head and Valve
Gear
The cylinder head has also been redesigned
to increase power output. The main emphasis
here was on adapting the passages
to the higher gas flow. In particular, the
maximum flow rate on the exhaust side
has been increased by 30 % by optimising
the geometry of both the passages and the
valves. It also involved reducing the valve
stem diameter below the guide to 5 mm.
The valve timing for the 85-kW engine
proved to be ideal for the supercharged unit
as well. The spread is 111 degrees of crankshaft
rotation on the inlet side and 109 degrees
on the exhaust side.
The geometry of the valve gear has to a
large extent been taken over from the basic
version. It is a compact valve timing system
with an overhead camshaft, aluminium
roller rockers and integral hydraulic valve
lash adjusters. There are three rockers per
cylinder: two for the inlet valves and a tandem
rocker for actuating the exhaust
valves. Since the exhaust valves for the supercharged
engine have to open against a
higher cylinder pressure, the forces in the
valve gear increase accordingly. In addition,
the engine’s governed speed limit has
been raised to 6,950 rpm. The tandem rockers
for the exhaust valves have therefore
been modified to accommodate the higher
loads with additional material and tighter
tolerances between the roller shaft and the
rocker.
As a departure from the basic version,
the exhaust valves are manufactured from
Inconel to take account of the significantly
higher temperatures involved.

source: MTZ worldwide 7-8/2002 Volume 63

 

Yea I def. know that the MCS engines are MUCH stronger, but surely the NON-s engines can handle a 50 shot of gas? If not that's kinda depressing :(.

I guess the original poster will find out sooner or later.

 

Like I said earlier, I have had the kit installed for over a week, and sprayed a total of 4 times, all from a rolling start...

The engine should be able to handle that with out any issues. I do have an 05, so the transmission should also not be an issue...

I will post some pics later, but you can really only see have of one the solonoids and some of the wiring. I built the kit mainly of parts, two coldfusion soloniods (supply zex, nos, and nx), coldfusion bottle, and relay.

very simple...it took about 4-5 hours taking my time(extremly)

 

[quote=iceman30]Like I said earlier, I have had the kit installed for over a week, and sprayed a total of 4 times, all from a rolling start...

The engine should be able to handle that with out any issues. I do have an 05, so the transmission should also not be an issue...

I will post some pics later, but you can really only see have of one the solonoids and some of the wiring. I built the kit mainly of parts, two coldfusion soloniods (supply zex, nos, and nx), coldfusion bottle, and relay.

very simple...it took about 4-5 hours taking my time(extremly)[/quote Thanks for keeping us posted. Please continue to do so over the long haul. Thanks

 

Hey Iceman, make sure you replace the plugs every 5 bottles... Don't do like me. With the high compession engine, all that heat will melt your plugs... Also, I would recomend running a good set of non platinums...