I am pretty sure the 513 was without nitrous. Just the turbo and thenew fueling system and clutch. Hubie or Brian will answer definitively though

 

513 was with a little n2o I cant remember the final # without nitrous but it was higher than the previous 412.

 

Back from dyno, data on header and exhaust "coming soon".

This is good stuff !!

Project "M"

 

SUMMARY OF CHANGES:


REV1: STAGE THREE CYLINDER HEAD
REV2B: REV1 + CAM
REV3: REV2B + HEADER + EXHAUST

Project "M" is nearing the end of PHASE ONE testing. We bolted on our prototype header and full race exhaust. The header has been sitting on our shelves for quite some time, gathering dust and taking up space. None of our projects remain supercharged only, so testing has been long overdue.

Unfortunately, the header was designed for our STAGE TWO HEAD, which currently powers the race car, Brian's MINI, and come to think of it, every high HP MINI out there. We decided to continue testing since the header is far superior to the factory design even though the ports are not matched and runner size is barely acceptable for our STAGE THREE HEAD. The TRI-Y design, however, is ideal for our head and cam combination and the specifications were close to what we calculated.

Next step was to fabricate an appropriate exhaust so we went ahead and threw together a three inch SS catback with dual Burns Race Mufflers and massive "old school" 130MM APEXi Dunk Tips. This is way more exhaust than what any S/C MINI requires, but we were thinking ahead to PHASE THREE and didn't want to build an exhaust twice.

Off to the dyno we went and immediately, Project "M" felt more responsive and "revved" freely to redline. The only drawback was the exhaust note, which now bordered on ridiculous. The dyno confirmed what we felt while driving and we were rewarded with nice gains across the board. The low end power that was lost with the cam change was recovered and improved upon, while we continued to see gains on top. This was exciting since we basically "threw" stuff together and were finally able to obtain valuable data on a part long forgotten.





NEXT UP - MORE BOOST!!

 

Without the rev limit bump it's still at 205ish at 6800 right?

 

Nice numbers...

I have to admit I am getting old and its very hard to read these charts, but it looks as if you are pulling to an unrealistic 8500 rpm to achieve these numbers.

Maybe if all ya'll's (Texas plural) that are sharing data with us used the same limit, we as consumers could compare apples to apples. I propose its set to a more realistic and useable to the masses; 7000rpm.

 

I agree in a way but also concede that track guys will be loving this and need to see what can be done. Real racing is about being at the limit. That's valuable for the few that really race.

We just need to learn how to interpret what we're really seeing and not be drawn into just a numbers game.

 

I mean the last post had a graph of hp/tq plotted against rpm. So you can decipher it as some where around 205-210 at stock revs.

 

Makes sense...

So then either publish a graph that we can read, larger size.

And/Or

Report 2 sets of results. One set at 7000 and one set at rpm limit such as.


The below is at 8500 RPM

 

looks bang on 200 to me

 

Problem being that the vast majority of folks spending the $2k+ on the stage 3 head WANT to have the high rev capabilities and therefor should see numbers to 8k+. I think it unlikely that you would spend the money on the head to rev below the range the valvetrain is built for.

It's pretty easy, with a bigger graph granted, to see where you would be at "only" 7200.....

 

To add to my post, if you are in a turbo setup you really need that extra room. I am finding with a stock rev limit I tend to fall out of boost when I am forced to shift. Having another 1000 rpms to work with would solve this problem completely...I am sure this factored into the decison to measure peaks at 8K+ rpms.....

 

Personally I believe you've got the best of all worlds that you're still making more power and torque than your stock s below 6800 but now when you want u can hang it out in each gear upto a sensible speed. its nice to have the option available to you.

I wish I had it,I would then have a 12sec street car instead of a 13sec one

 

I think you're right gnaster, I do like LDG dyno sheets every 200 rpm, this is much like an engine dyno sheet and easy to read and compare to.

Hubie's graph is easy to read if you save it then open again and keep hiting that + sign.

I do find the dyno dynamics graph quite hard to figure due to the different scales which change as they go up in 27s and 23s, I suppose an average of 5 should be used.

Have you visited any dynos lately??

 

I am drawing a blank. What is baseline TQ for our cars? It looks like the combo here is making 150-160, does that seem about right for the mods? Or is this a setup that sacrifices some torque for higher HP?

 

Dont forget that car has a stock pulley still!! This coming week we are going to do the pulley and something else. And then maybe we will tune it ;-)

 

About time as well I mean its like you two have been on holiday since the 20th.

I'm glad you'll be back to normal next week.

 

MAX NUMBERS BASED ON 6950 REV LIMIT

STOCK 160.22 WHP/140.06 TQ
REV1 193.97 WHP/154.08 TQ +33.75 WHP/+14.02 TQ
REV2B 196.97 WHP/150.74 TQ +36.75 WHP/+10.68 TQ
REV3 203.41 WHP/158.86 TQ +43.19 WHP/+18.80 TQ


STOCK: NO AIR FILTER
REV1 MODS: HEAD/NO AIR FILTER
REV2B MODS: HEAD/CAM/NO AIR FILTER
REV3 MODS: HEAD/CAM/HEADER/EXHAUST/NO AIR FILTER

 

Oh wow, I missed that part first time around. Great work guys

 

whats the news with the pulley?

 

Sorry nothing new today, had a busy day with meetings and such so no time to hit the dyno today. We are going to try and hit the dyno tomorrow though.

 

That the numbers in the dyno charts were for a stock pulley.

It appears that some mystery% reduction pulley will be tested soon.

 

Phase One of Project "M" is completed and we are quite satisfied with the results. Each of our revisions performed as expected and we will create a staged power package that will provide the performance gains as indicated.

Our goal was to demonstrate that a broad cross section of universal components can be systematically incorporated around our Stage Three Head, incrementally unleashing the horsepower potential of our innovative design. Parts are all bolt on, no port matching of intake manifold or exhaust header, supercharger inlet and outlet are stock, with stock intercooler, factory bypass valve, and throttle body.




Modifications:
Rev1: stage three head
Rev2b: stage three head + cam
Rev 3: stage three head + cam + header + exhaust
Rev 4: stage three head + cam + header + exhaust + 380cc INJ + 15% pulley






Summary of WHP gains: (7800 RPM reference)

Rev4: 241.12 WHP +75.04 WHP
Rev3: 216.22 WHP +50.14 WHP
Rev2b: 207.30 WHP +41.22 WHP
Rev1: 200.94 WHP +34.86 WHP


Baseline: 166.08 WHP

Our data indicates that with proper tuning and optimized parts configurations, we CAN extract more HP out of PHASE ONE.

But honestly, what REALLY excites us more than finding the few extra HP needed to achieve the 250 WHP mark, is entering PHASE TWO of Project "M" which will evolve the factory supercharger configuration into a more efficient and innovative system capable of producing power levels once thought to be unattainable.


NEXT UP: "PHASE TWO....."





.

 

Awesome Work hubie

 

THAT'S UNPOSSIBLE! LOL

congrats!