Fair enough but its hard to fault folks for wanting to keep an active thread churning. It's been pretty quiet for the N18 folks until now when it comes to tuning. I understand the excitement. I'm pretty sure Terry can speak for himself.

 

You'll still be well within design spec with the JB+. AFAIK the JCW and GP use the same tranny and they're around 200lb/ft stock, same as an S should get with the JB+.

Now to see what can be done with Stage 1 to eek more power and still keep reliability.

 

OK great I got worried for a minute there. Thanks for clearing it up.

 

Most of us beta testers have moved our discussion to a separate thread : https://www.northamericanmotoring.co...ms-tune-s.html

 

There's some CAN tool (CT) talk in there, and I started a CT specific thread in the electrical forum as well. The threads are slowly bleeding into each other hehe. Can't wait till the BMS Stage 1 thread is born :D

 

+1

 

The n14 and n18 engines are pretty much the same engine. There are a lot of n14 engines running around at greater than 20psi with the Alta access port. I know of a couple JCWs that run around 23psi. You do need a larger intercooler though. I'm also pretty sure those tunes change a lot more than just boost (and cost more money)

I don't see any reason the n18 can't handle the same boost. It's just a matter of the tuners taking their time testing to keep things safe as they ramp up.

The JCW/GP are no where near close to maxed out from the factory. The S is not either for that matter.

All of that said I am excited to see tuning options appearing. My 2011 MCS needs some tuning love. It feels slow compared to my last two MINIs.

 

The S engine sensors don't like 20+ psi so you'd have to change to JCW sensors and/or ECU tune to get around that limit. Has anyone tried this?

The S and GP2 have 10.5 CR which would also limit max boost more than JCW 10.0 CR.

So I see the GP2 as the 'max' a S can do while keeping reliability, hopefully I'm wrong. Does anyone know max psi on a stock GP2?

The N18 is designed for mpg > power and the fact that it produces more power and mpg than the N14 means it's closer to the limit stock.

The auto is only rated to 235 tq also so that would be the limit a tune could put out without blowing that up.

The N18 runs so damn hot, has no oil/trans coolers, I'm glad the '13 models run cooler H2O in sport mode and JCW full time.

 

Yesti, were are you getting this 235tq limitation on the autos? Is the surging issuse that guys like NM tuning were having with their autos? If thats were this is coming from then forget it. My N18 auto with a forge intercooler, 2.5in exhaust and a JB set at 18psi running a E85 mix has had zero issuse with thousands of hard miles...Asisan is know for building strong trans, ask my Sc430.

 

My automatic makes over 235 tq and its been tuned for over 27k miles with no issues. That 235 is just incorrect information being spread.

 

I remember reading this from way back in this thread. Various interweb searching lists the torque limit as 235 so that seems reasonable that pushing it much past that would be in the 'danger zone'

Scatterbrained as I am, this video came to mind

 

I'm glad to be wrong here, do you have numbers as to where you're at?

 

My dyno is in my gallery. Got to 241tq tune only at the time.

 

If you want the water temp to drop, just go for a quick sprint, the water temp will drop like a rock.

Want cooler intake temps, detonation suppression, go for the methanol/water injection if possible. You'll never worry about pushing the car hard in triple digit temps.

 

Where is this 235 ft-lbs coming from?, I believe that it is rated in the same range as the Ford model (AFW-21) which is 325 ft-lbs. I'm trying to find a source for my info...as soon as I do I'll post it.

EDIT:
Here it is http://www.aisin-aw.co.jp/en/product...eup/index.html the MINI uses the TF-60SN the chart is kind of confusing to read but I think it's rated around 400 Nm which is about 300 ft-lbs.

 

Would there be any advantages to an oil cooler for a street daily driven tuned S (JB+/Stage 1)? Or just a waste of time/money?

 

All I found so far is this.

http://www.bmw-planet.com/lib/mini/A...20OVERVIEW.pdf

 

I see the top of the bar chart for the TF60SN at 250Nm, with the trans icon picture at 400Nm so I'm inclined to think it's 250Nm. But even that makes no sense as 250Nm is 184 ft-lbs.

 

http://volkswagenownersclub.com/vw/s...s-transmission

"All info taken from post on vwvortex" Pretty much everything you'd want to know about the 6spd auto.

Manufacturer: Aisin
Model: TF60SN
Torque Capacity: 320Nm or 230ft/lbs (limited in 1st gear)<--not sure what that means exactly.
Adaptive: Yes
Other Notables: Claims to be "World's first lightweight, compact and high-performance 6-speed AT suitable for vehicles up to 3 liter class by adopting Lepelletier system geartrain" (from Aisin's website.)

Also, it seems that we share this transmission with the Mini Cooper S crowd.

 

http://wiki.ross-tech.com/wiki/index...:Transmissions

09G 6-Speed Automatic Transmission (AT) AISIN TF-60SN AQ250-6F max. 350 Nm (258 ft lb)

 

http://www.mytiguan.com/index.php?/t...ers-take-care/

This shows promise as this model can be adapted:

DESIGNATION MAXIMUM TORQUE TRANSFER VEHICLES
09G 184 lbs-ft (250 Nm) 2005 Jetta/New Beetle
09G 184 lbs-ft (250 Nm) 2006 Passat
09M 332 lbs-ft (450 Nm) 2006 Passat

 

Has anyone been able to do a successful dyne run with a 2011 MCSa. I tried and was unsuccessful due to computer causing down shift 2gears. this was apparently due to the rear wheels not turning at the same speed as the fronts .Im interested in your comments.

Thanks

Tommy T

 

always need to disable traction control while on the dyno, as well as when switching to sport manual mode(gear shifter to the left) and using the up or down shift to command(either paddles or shifter) the computer to be in Manual only mode, so the gears won't kick down.

 

Found a thread on here with turbo part numbers:

https://www.northamericanmotoring.co...n14-turbo.html

According to realoem.com They are not.
N14 turbo part #11657600890
N18 part# 11657647003

 

40 degrees this morning, car felt good, very quick in the cold. wasn't even in sport mode. kinda afraid to go sport mode, lol. terry, do you suspect the dyno numbers would be much improved using 93 octane? (based on your quantification of the amount of knocks using 91 oct). what I'm getting at is I wonder if the temps were freezing outside and on 93 oct, what the engine output would be and if it would be too much for it/aggressive.