Drivetrain SPI Twincharged MCS Race Program: Progress Report
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Former Vendor
Joined: Nov 2003
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SPI Twincharged MCS Race Program: Progress Report
I would like to first thank North American Motoring and the entire Mini community for all the interest and support of our Twincharger Kit and its development and for over one year now. The kit has been in production since its debut at the 2004 SEMA show and we are currently setting up authorized dealers around the country to support this product as well as new products in development.
Information from us has been few and far between and we apologize for putting the burden of education and support of our products onto our customers who have either "twincharged" their own vehicles, or have experienced rides or seen our project car at various events.
We have set up a new facility in Phoenix to become our base of operations for development of Mini related products. At this point in time, only two individuals from SPI will be directly responsible for product support and product announcements. Myself, logged in as TWINCHRGDMINI, and KC, who will be logged in as SPITech. Please feel free to direct all questions to either one of us. We will respond as quickly as possible to the best of our abilities.
Thanks again for all your interest and support as we continue to push the performance envelope.
Hubie Fuh
SPI Powerexcel
hubie@spipowerexcel.com
New Developments:
After almost eighteen months of testing, our project car has entered stage two of development. Stage one was initial development and long term testing of our Twincharger system on a completely stock engine and drivetrain. After 12,000 miles of normal and hard driving in all conditions and environments, we are confident with the performance and reliability of our components working in conjunction with the factory components. As with any other performance modifications, high performance demands higher maintanence as well as an understanding of the factory design limitations. Our system bolted to a completely stock MCS will produce anywhere from 250WHP to 265WHP depending on the vehicle and testing conditions. This has been proven over the past year in different parts of the U.S. and using the highest octane normally available in that particular region. (91-94 Octane) Our stage one kit is preset to this horsepower level because we feel this to be the reasonable reliable limitation of the stock motor. BMW has expressed to us that the components are capable of 350BHP, but they did not want to elaborate on the failure rate. One out of ten customers may be fortunate enough to have motors that can tolerate that kind of stress, but to the other nine customers, their failure rate is 100%.
There are many obstacles to making power, but the major hurdle is the piston. Overall piston design is not the issue, but it is failure due to fatigue normally associated with a cast manufacturing process. In order to reliably enter stage two, we have worked with CP Pistons to design us a stronger piston, maintaining stock specifications as to bore, compression, and wristpin location. Upgrading to forged pistons is not limited to stages, but will provide peace of mind and a solid groundwork to build upon. Given a choice of upgrading head or block, the choice is simple. The head makes horsepower, but what is horsepower without a reliable bottom end?
Currently, stage two does not exist. It exists in our race program and with the sponsors that have helped us with existing product or have developed new product that has helped us push the performance envelope. As we continue to test through racing, these products will become available, and our customers will benefit from our understanding of the products and how they integrate with factory as well as aftermarket components to make reliable power. This is only the beginning. Hopefully our efforts will motivate other manufacturers to develop products to push the envelope as well. Being enthusiasts as well, we all benefit from our combined efforts.
Manufacturers that have helped us break the 300WHP level include the following: (they are not listed in any particular order)
Design Engineering Inc.: they gave us access to their entire line of cryogenic and thermal barrier products.
MSD: upgraded ignition coil and spark plug wires. New ignition system is underdevelopment.
CP Pistons: working with us to design a strong factory replacement piston.
QuarterMaster Racing Clutches: for designing a clutch and flywheel combination to harness the power.
The rest of the formula involves a little bit of experience, some luck, and a lot of long hours and resources. Without getting into exact details, since this is still a race project, the following is a general outline of the differences between stage one and two.
Engine is still completely stock, except for the pistons.
Throttle body and supercharger are still stock.
We are using a custom SPI supercharger inlet tube and bypass that has been on the project car since the beginning of stage one testing.
We are using a custom SPI underdrive supercharger pulley in stage two.
Turbo is still T25 configuration, but one size larger in stage two.
Custom intake system, featuring 3" air horn.
SPI custom tubular manifold and 3" downpipe remains the same in both stages.
Stock ecu, ver 36 software that was original with the 2002, and piggyback APEXi S-AFC II controlling the same 440cc injectors.
Custom SPI return type fuel system with external boost dependent fuel pressure regulator and upgraded in tank pump is required for stage two.
Prototype racing clutch and lightweight flywheel is necessary to hold the power of stage two.
Upgraded MSD coil pack and wires used in stage two.
DEI cryogenic system for intake, fuel, and intercooler installed to cool everything down.
Finally, I would like to thank Alta Performance for getting to us their new top mount intercooler system for testing. Their quality is second to none and our tests showed no loss in power between our custom unit and their in stock and ready to ship upgraded unit.
We will continue to update the community with our progress and when new products are ready for release. In the meantime, let us all concentrate our energies in a positive and productive direction.
SPI Powerexcel
Information from us has been few and far between and we apologize for putting the burden of education and support of our products onto our customers who have either "twincharged" their own vehicles, or have experienced rides or seen our project car at various events.
We have set up a new facility in Phoenix to become our base of operations for development of Mini related products. At this point in time, only two individuals from SPI will be directly responsible for product support and product announcements. Myself, logged in as TWINCHRGDMINI, and KC, who will be logged in as SPITech. Please feel free to direct all questions to either one of us. We will respond as quickly as possible to the best of our abilities.
Thanks again for all your interest and support as we continue to push the performance envelope.
Hubie Fuh
SPI Powerexcel
hubie@spipowerexcel.com
New Developments:
After almost eighteen months of testing, our project car has entered stage two of development. Stage one was initial development and long term testing of our Twincharger system on a completely stock engine and drivetrain. After 12,000 miles of normal and hard driving in all conditions and environments, we are confident with the performance and reliability of our components working in conjunction with the factory components. As with any other performance modifications, high performance demands higher maintanence as well as an understanding of the factory design limitations. Our system bolted to a completely stock MCS will produce anywhere from 250WHP to 265WHP depending on the vehicle and testing conditions. This has been proven over the past year in different parts of the U.S. and using the highest octane normally available in that particular region. (91-94 Octane) Our stage one kit is preset to this horsepower level because we feel this to be the reasonable reliable limitation of the stock motor. BMW has expressed to us that the components are capable of 350BHP, but they did not want to elaborate on the failure rate. One out of ten customers may be fortunate enough to have motors that can tolerate that kind of stress, but to the other nine customers, their failure rate is 100%.
There are many obstacles to making power, but the major hurdle is the piston. Overall piston design is not the issue, but it is failure due to fatigue normally associated with a cast manufacturing process. In order to reliably enter stage two, we have worked with CP Pistons to design us a stronger piston, maintaining stock specifications as to bore, compression, and wristpin location. Upgrading to forged pistons is not limited to stages, but will provide peace of mind and a solid groundwork to build upon. Given a choice of upgrading head or block, the choice is simple. The head makes horsepower, but what is horsepower without a reliable bottom end?
Currently, stage two does not exist. It exists in our race program and with the sponsors that have helped us with existing product or have developed new product that has helped us push the performance envelope. As we continue to test through racing, these products will become available, and our customers will benefit from our understanding of the products and how they integrate with factory as well as aftermarket components to make reliable power. This is only the beginning. Hopefully our efforts will motivate other manufacturers to develop products to push the envelope as well. Being enthusiasts as well, we all benefit from our combined efforts.
Manufacturers that have helped us break the 300WHP level include the following: (they are not listed in any particular order)
Design Engineering Inc.: they gave us access to their entire line of cryogenic and thermal barrier products.
MSD: upgraded ignition coil and spark plug wires. New ignition system is underdevelopment.
CP Pistons: working with us to design a strong factory replacement piston.
QuarterMaster Racing Clutches: for designing a clutch and flywheel combination to harness the power.
The rest of the formula involves a little bit of experience, some luck, and a lot of long hours and resources. Without getting into exact details, since this is still a race project, the following is a general outline of the differences between stage one and two.
Engine is still completely stock, except for the pistons.
Throttle body and supercharger are still stock.
We are using a custom SPI supercharger inlet tube and bypass that has been on the project car since the beginning of stage one testing.
We are using a custom SPI underdrive supercharger pulley in stage two.
Turbo is still T25 configuration, but one size larger in stage two.
Custom intake system, featuring 3" air horn.
SPI custom tubular manifold and 3" downpipe remains the same in both stages.
Stock ecu, ver 36 software that was original with the 2002, and piggyback APEXi S-AFC II controlling the same 440cc injectors.
Custom SPI return type fuel system with external boost dependent fuel pressure regulator and upgraded in tank pump is required for stage two.
Prototype racing clutch and lightweight flywheel is necessary to hold the power of stage two.
Upgraded MSD coil pack and wires used in stage two.
DEI cryogenic system for intake, fuel, and intercooler installed to cool everything down.
Finally, I would like to thank Alta Performance for getting to us their new top mount intercooler system for testing. Their quality is second to none and our tests showed no loss in power between our custom unit and their in stock and ready to ship upgraded unit.
We will continue to update the community with our progress and when new products are ready for release. In the meantime, let us all concentrate our energies in a positive and productive direction.
SPI Powerexcel
Moderator :: Performance Mods
Joined: Mar 2003
Posts: 5,427
Likes: 6
From: A Den in Maryland
Very cool photos and progress report! Looks like you have a winner. It also shows what our sometimes maligned little engine is capable of.
I'll be watching this as it unfolds.
I'll be watching this as it unfolds.
7th Gear Gal
Joined: Jul 2002
Posts: 36,087
Likes: 3
From: Weeblegabber West (aka WLA)
Originally Posted by El Diablito Rojo-N20Mini
Nice use of my old trumpet for the inlet.... I was wondering how you were going to use it...
It DOES resemble a trumpet! What! No cowbell? LMAO!
Hubie...looks great! Thanks for the great report and pix! Good luck with it!
Clover
7th Gear Gal
Joined: Jul 2002
Posts: 36,087
Likes: 3
From: Weeblegabber West (aka WLA)
Originally Posted by Greatbear
Looks like we gotta change the phrase...
NEEDS MORE TRUMPET!!! 
NEEDS MORE TRUMPET!!!
I want to hear the toot of that horn! VAROOOOOM! Clover
Trending Topics
Coordinator :: Alabama Motoring Society & South East
Joined: Nov 2002
Posts: 10,170
Likes: 2
From: Burning-Ham Alabama
That mini's horn would suck you in, chew you up, and leave your remains as nothing more than a little black cloud of exhaust behind one insanely fast MINI! 
Way to go SPI!
Way to go SPI!
6th Gear
Joined: Oct 2002
Posts: 4,831
Likes: 1
From: Phoenix, AZ
Hubie & KC, I can't wait to see what that beast will do on a track!
Maybe we can get you to go to one of these events at firebird :smile:
Maybe we can get you to go to one of these events at firebird :smile:
6th Gear
Joined: Oct 2002
Posts: 3,652
Likes: 6
From: Lansdale, PA
Yowza! When is it's dragstrip debut? I hope to add a row for 12-second cars ASAP. :smile:
http://www.ross-tech.net/andy/mini/d...artermile.html
http://www.ross-tech.net/andy/mini/d...artermile.html
Thread Starter
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Former Vendor
Joined: Nov 2003
Posts: 66
Likes: 0
Originally Posted by dgszweda1
The whole system looks photoshoped. 
I take that as the ultimate compliment. For years, we have been turning our fantasies into realities. That is what drives us to push the envelope.