That's all fun then. Of course you could build a sturdy bottom end, lower the compression and turbo it instead. A cooper with half an atmosphere of boost should be good for 150ish hp. That would be fun for you!

What's your other daily driver then if this guy is in your shop most of the time?

I live in the great white north too.

Jeremy

 

06 mustang. i plan on hitting 200 normally aspirated. My suspension is almost done, so horsepower is next on the list. Where abouts do you live?

 

If the stock gasket compresses to .025" (.635mm) as jlm says, then
even if you eliminated the head gasket - to 0.00" (0.000 mm),
then the compression ratio would go up from 10.6 to 11.37

To get to 12:1 you'd have to lose about 1.15 mm from a combination of
head milling +/- thinnner gasket.

What's wrong with more displacement and a higher CR if you're running enough octane and appropriate timing?

 

I'm in the Greater Vancouver area-you?

200 HP with a NA Cooper will be neat to see! Good luck!

Jeremy

 

Nothing wrong with extra displacement and a higher CR with NA. Could a tuner retard the timing to prevent detonation with pump gas if Beecher hits 11.5/12 to 1? I hope so!

Jeremy

 

yeah. im sort of getting mixed results on which compression ratio i will end up with as well. On calculator is giving me the 11.5, and i havnt run this math in another one, but it was giving me a different number before as this one. I want to hit 2.0L, ive reconsidered the stroker kit, and decided its good to go for a high revver anyway because its still a short stroke engine, despite being undersquare. If i do a 2.0, i want 220 to 240 hp NA. Can it be done, yes, can i do it, sure thing babe. As i do things, NAM will be the first to know. As far a tune, i havnt yet decided if Jan is going to take care of that, or if i am. Im putting a standalone in, but probably next winter now. I was supposed to be doing it now, but have spent untold dollars in carbon fiber and suspension and some horsepower in last couple months that i wasnt expecting to spend yet, and i think i should actually drive the car this year. Dont really want a repeat of this past year in never driving the car, so im going to try holding off the mods in the summer this year. This all started with the thought to mill the head, then i thought since im putting a works head on, i would rather not mill it (i will big valve it tho), and thought a thiner gasket would work. THe first number i seen for a cometic is .065 as listed on some website that sells it. I was glad because thats a tad thick, so i could thin it to where i wanted it, but then heard an estimate or .040 or something, so i started to doubt the .065, and now im glad i did. im looking into a custom billet crank of super light weight with titanium rods and a big overbore to get 2.0. Looking for at least 9000rpm, maybe 10k. Independent bodies will also be installed, everything custom built and tuned. I have a problem, and its called "i like to do things that im told cant be done" and someone told me 200hp NA cant be done in a mini. So, here we are, the project has begone, and i hope to overshoot the goal, even before increase displacement. And no, an engine swap is out of the question. Thats just cheating. I might mill the head late on in the spring, if i do the valves then, we will have to see. If thinning the gasket wont get me to where i want, then there isnt much point in thinning the gasket at all then is there? Might as well just mill the head. Sorry, im kind of thinking out loud here, input would be appreciated. hmmmmm....

by the way, if you retard the timing to eliminate knock, youve lost almost everything the mod would have given you. I really need the ecu first so i can see what is going on in there. the closer to TDC the timing is, the more power you are going to make. i just dont know how much room i have to play with, so i would be willing to do this, and live with what it does until i can take full advantage of it with a tune.

I live about an hour away from toronto. Im actually 5km due south in Beamsville, but its a long way around the lake, hahah.

thanks for the help guys

 

Yep Beecher you're spot on........advance timing as revs rise. No sense in wasting part of the power stroke with a late spark. haha

I've spent far too many times retarding my timing-in my former daily driver(1275cc modded austin mini)-to bring my Nitrogen Oxides in check for the annual Air Care program here in BC, Canada. I always had trouble with hydrocarbons at idle too. Good/bad times with the timing light and the distributor loose coupled with a slight twist of the mixture screw. Oh did I mention a thicker needle jumping in the jet too! haha I'm so glad I've not had to do Air Care in a few years.

Anyways, your aspirations for a high revving 2.0L are great for NAM, especially for the Cooper owners out there that want a ton of more grunt. Again keep us posted.

My upcoming project is a 1961 austin countryman turbo build with my Dad. 110-130 HP in a 1500 pound mini will = .

Jeremy

 

The term for that volume is "Deck height"

 

I used to live right on the lake in Beamsville. I could look out the window and see T.O.I now commute form Kitchener to Hamilton every day in my MCS.

 

hey pete, i didnt know you used to live here. where abouts? I live just the mountain side of the QE on the road with the bridge on the vineland side (trying to avoid giving out my address on a forum, haha). Keep meaning to have a get together with you and daniel and his brother, bob and herman, and maybe a couple others, but just havnt got around to it yet. hopefully soon

One of my other cars in a 1940 ford coupe with (the race spec motor) flathead v8 in it. Im glad i dont have to do emisions with that thing. OF course now that i got the sticking power valve fixed in on of the carbs, you can actually run the car for more than 20seconds on 2 carbs full of fuel. Got three carbs running on it now. Im not entirely sure what my next project is going to be. Was going to be the mustang, but decided i would rather perfect the mini than fix it, so that ones out. Might buy a 1948 Norton International motorcycle this spring. It was sold as a race bike, so i should have some fun restoring one of them. But an origional mini is also on the list.

good luck with your projects man, and the mini

Beecher

 

Cam it, port it, degree it...I'm also going for a totally different intake. Right now, my goal is to do a head, intake and header, all gasket matched. Then I'll dyno it, cam it and change the cam postion to suit the rpm range. What head gasket are you going to use to get your compression ratio to 11.5 to one. I have a few heads to play with, so some R&D work is in order. I'm already in the SM class, so may as well take advantage of the rules. I'd probably still rather be on the track though racing with MINI's only. I really get a kick out of being on the track or at a HPDE and having the "S" guys have to wave me by.

 

ive like that too, someof them get real upset when you beat them on the auto x. especially when i was on 195 runflats and they were running r compounds. hahaha.

i was going to have a custom gasket made. Not sure by who yet tho, mady a MLS or maybe a solid copper. Same price, so i just hadnt decided yet. The cam i want wont play with the stock ecu, so i would need a stanalone ecu for that, plus i was going to build a new intake manifold, but decided to go independent thottle bodies. Well, actually im still custom building a manifold, but it wont be hooked to the stock TB this time. I plan on building a few of things i have designed, and am considering selling them on a per order bases, but just havnt had the time, and my shop is awfully cold this time of the year, so i just havnt been at it. Hopefully this spring and summer will see some development work done. should be all sorts of fun tho.

keep us updated on what you do, i would really be interested in knowing.

Beecher

 

Cool posts...
the Chambers are 33-32 CC's on all the 1st gen MINI's.

This can be changed by oversize valve not sunk as deep into the seat/ milling the head/ finding a thinner compressed gasket or as all talked about ..

Just me.................................

Thumper

 

squish test?

 

Any chance that the valves sticking up in the chamber give it some more hot spots for pre-ignition??? How bout a good source for the larger valves and seats???

 

NO on both! we are not talking the valve is that high on the seat.. the seats still need to be ocrrect for the low and mid flow gains..

Hot spots are, again, a misunder stood issue on heads.. in these applications, cool??

Tpr