Not sure we want to make it shift much harder. The TF-60SN is rated from the factory at 220NM or roughly 160 flbs of torque. Not counting the safety margin built in. I know mine was handling over 230 ftlbs no problem with the JB+ at 100%. Slamming through the gears at torque levels that high might make something go pop.


No just the Renntech tune. When I install the KO4 I'll use the JB+ on the standard map just to see how it performs but my finger is getting nowhere near that sport button. Combining the two together sounds like a recipe for disaster.

 

Got a little help from the local BW distributor. Come to find out the factory turbos shipped with medium boost WG actuator canisters installed which are designed to operate from 9 to 20psi depending on pre-load. That means that at the factory pre-load setting the WG begins to crack open at 12 psi of pressure. This is not boost pressure but exhaust pressure pushing against the wastegate. The values are somewhat close but do not directly correlate to boost pressure as this is measured in the turbine not the compressor housing. Strangely enough an extremely free flowing exhaust will exacerbate the problem by increasing the pressure differential in the turbine housing. Actually makes sense when you think about it.

Anyway, they were kind enough to forwarded me one of the prints for an EFR high boost WG actuator P/N 179284 which is designed to operate at up to 32 psi. At the same factory .5" travel the WG wont begin to crack open till 18 psi.

I have to verify some measurements when I get home but based on memory it looks likes the only changes needed are to add a 3.5" extension to the actuator arm to use this part in our application.

 

Yep I'm getting old and my memory is going. The length difference between the actuator arms is 2.75" not 3.5". Per the print there is also a slight difference of 2mm between the spacing of the M6 x 1 studs that attach the actuator to the housing. There pretty cheap but I'll see if theres a better fit or order one for direct comparison..

 

Nice find!

 

Help me out, what's BW again?

 

Borg Warner.

This is pretty cool. Seems like you might actually get this working. I was looking at the actuators, and it looks like there is one for "medium" boost applications too (the part you mentioned is "high boost"). Did you see what the specs were for the medium one while you were there?

 

Well crap. The EFR wastegates are no use to us. They operate off of boost pressure provided by the turbo instead of vacuum and push as opposed to pulling. Time for more research.

 

Hmmm....looks like we may still have other options. Found an aftermarket vacuum operated wastegate designed for 18 psi+, even appears to have the right stud spacing for our application. Not sure about the dimensions on the canister facing yet. I'll find out more on this option as well as a possible BorgWarner alternative tomorrow. Amazing what a PIA this is turning out to be.

 

Ok so Borg Warner was absolutely no frickin help what so ever and the 18 psi unit will not work. The options have been reduced to two. An second alternative vacuum canister I'm looking at or convert the system over to one that operates off of pressure and install a digital boost controller.

I know of one person that has successfully converted their R56 to a push style canister and used the Apexi AVC-R boost controller. It requires plugging the vacuum line from the boost controller which eliminates the ECU control. Then drilling and tapping the turbo housing to T off boost pressure to supply to the boost controller as well as adding a second boost pressure sensor and connecting into the ECU harness to monitor signals for RPM, throttle position and vehicle speed.

The second option while a definite solution is a bit expensive and requires a permanent modification to the turbo housing. Needless to say I'm ordering the alternative actuator and see how it goes.

 

Hi guys,

I have had my 2007 mini cooper s r56 turbo housings modified to JCW size added the JCW internal exhaust wheel and added a billet inlet wheel. I believe it is all JCW size not larger, but with the more efficient billet compressor wheel.

The aim is to turn the boost up to the ecu limit.

Our first attempt to increase the duty cycle of the boost controller has not given any more boost than the roughly 1bar / 15psi map we had previously. We are looking at other options within the ecu to find another route to increase boost towards the 1.5 bar / 22psi limit.

Can I understand, are you guys saying that I will not manage to find a way and that it is better to stop messing about with the ecu and install a boost driven wastegate actuator and a boost controller?

I thought Evolve managed to get one of these up towards 290bhp and boost levels right on the ecu limit. If so, do we know if that was using the standard actuator or an alternative setup?

Reading all this with interest and happy to share our findings as we go.

Currently I have a cat free down pipe and a rather large efficient intercooler up front.

Regards,
Steven_RW

 

No you can get higher boost. I'm seeing peaks of 20.3 during shifts and 18 to 19.5 under load at RPM. The issue were having is getting the actuator canister to hold the wastegate closed at higher boost.



The ratio of the compressor exducer to the turbine inducer should allow you to hit 23psi on a JCW turbo.

I'm by no means a qualified tuner but from what I understand adjusting the boost controller duty cycles will not get you where you want to be since our ECU's are load based instead of boost based. You have to raise the boost limit to prevent cut and adjust the load tables to hit those targets. For example IIRC my tune is set to limit boost based on the following gear selection.

1st: 15 psi
2nd: 18 psi
3rd: 20 psi
4th: 21 psi
5th: 21 psi
6th: 21 psi

If I understand correctly altering the load tables determines how close to, and how quickly you approach that limit.

 

Still waiting on the new actuator which is still in transit. Arric and JM however once again out did themselves and the E45R arrived yesterday.

I find myself in the unenviable position of waiting to get into the dyno while the new turbo is staring me in the face pleading with me to install it. I tell it "Not yet!", to which it replies "How about now?", "No not yet!!..."Hmm how about now then? Nows good right?". Aaaaagh!!!

I wonder if there's a 12 step program for speed addiction lol.

 

I can't remember who but someone had asked if I'd taken a picture of the E45HP next to the stock turbo. At the time I was in a rush to install the new turbo and forgot to so here is one. It's the stock MCS turbo next to the E45R. The compressors are the same between the E45HP and E45R so the comparison would be the same.

 

Finally got into the shop for a dyno run. Conditions were a bit different this time as the temperature was 96 degrees today. Previous runs were in the low 80's. Final numbers for Tigger were 224 HP. Not too shabby for an automatic and a pretty decent increase of 53 HP by adding the E45HP and a tune.

As you can see from the data I was able to get 19.6 psi out of the E45HP by utilizing the original wastegate actuator and a bit of pre-load. You may get better with a newer actuator. Mine has over 60K miles on it.

In conclusion, I'd say the E45HP is a very respectable upgrade from the stock turbo especially considering the price. So if your looking for performance in this neighborhood this may be just what your looking for. I can't say from experience, but based on design specs with the upgraded bearings and lower operating RPM's this turbo should also prove more reliable as well. And finally, I've said it before and will say it once again. Arric and JM have been great to deal with. I've dealt with too many vendors in the past that only see their customers as a source of income and little else. That has certainly not been my experience with Arric or Joe. Congratulations on building a company that is a pleasure to do business with.




Next up will be a review of the E45R which utilizes the same compressor but is coupled to the larger KO4 turbine. Once that thread is started I'll post a link to it here.

Happy Motoring

 

Those are much better numbers. When don't you think you will get the K04 installed?

 

I've just finished removing the E45HP so I should have the new one installed today.

 

im excited about the k04

 

I just want to thank Tigger for keeping us updated on his findings.

 

Your welcome cantcode86. I've learned a ton from NAM and if I couldn't find it here I could usually get pointed in the right direction. So paying it forward seemed like the thing to do.

E45R install went fairly smooth, no leaks or issues afterwards. Going to give the ECU a couple of days to readjust with the JB+ on the standard tune and hope to have the new thread up middle of next week.

 

I was going to ask if you found someone to tune your car of if you were still using the JB+.

I've my car has been low on boost since I swapped out my DP. I cleaned the MAF and MAP sensors and it got a little better. I have a feeling the 3" DP back may have something to do with it. I'm going to throw a new pressure converter at it and see if it help. I've been eyeing the E45R for a bit now. I need to get my meth put on one of these days. I've wanted to try to get the other issue worked out first and get some time. Might try to get most of it done tomorrow. I'm color blind so I don't want to wire it without adult supervision

 

Numbers are good but I just want lots of torque!
I got 241wtq on the stock Cooper S turbo.
Maybe a great tune can get the E45 over 300tq
I'd love that.

 

How much torque can the rods take?

 

I have no clue. Manic said I don't have to worry about it for a while.

 

Anyone know how much torque the auto trans can take before it starts slipping?

 

Not sure on the rods themselves but rod bolt stretch becomes a problem first. Around 300 ft lbs stretch begins to accrue.