I think we can do the supercharger mod ourselves except for the porting.

jlm, do you know what they use to fill those openings that used to be in the super charger?

 

So...

 

Perhaps an honest mistake...perhaps a realistic measurement of CC displacment. Who knows. 1568cc is just shy of 1.6 litres. The work speaks for itself.

 

I asked Larry and he said "epoxy", I didn't ask what brand/type/etc.

No dyno yet, but if you want to paypal me $75 I will gladly run out and get it done. And send me the AGS and I will have it installed and dyno that too after the ENDYN dyno. My M7 hood scoop flops in tonight, expect 1 million whp from that too and last of all send me an air to water IC for final dyno. All parts stay on the car of course, I pay install and dyno charges

No really, I have been out of touch with work and haven't made time yet. My ENDYN kit has been on about 6 weeks or so.

 

right on, I thought it was epoxy. As far as the AGS goes, I don't have one to send you. I'm on the waiting list for mine and won't have it for a bit.

James

 

Or the 400hp D series blower

Endyne Bseries Dseries
Supercharger FAQ:
Last updated 8/25/00

 

i would rank the bottle necks in this order: from most restrictive.


1. exhaust valves and ex. ports and matching to header;
2. ex, cat back;
3. stock intake, upstream of tb;
4. fuel management (ok, not a flow restiction, but still ranks as a restriction);
5. header and free flow cat
6. reversion control, in and ex;
7. throttle body (increase to 62-63mm needed);
8. intake runner b/w tb and blower.

the very first Mini S head Endyn did was mine, it took 4 month, mostly due to valve sourcing problems. the block has been well over a year due to many FU's mainly of suppliers of pistons, piston and rod develoment. Now all thewe problems have been fixed, so the bottleneck here is Larry's workflow.

 

WOW, the intake runner last??? I keep finding that hard to believe.

Anyway, what's reversion control? thanks

 

I don't mean to minimize the effect of the intake runner listed last, simply to indicate that it's effect is going to be masked by larger restrictions.


reversion control is a manifold-to-port overlap done in such a way that backwards flow is discouraged. for example, this keeps the combustion charge from being contaminated by funky exhaust products getting sucked back in.

 

Have you been to Larry's shop? When I picked up my kit, there must have been 10 honda heads, 5 big blocks and another 5 whatever ready for delivery. There there was a vtec engine in the dyno room, and more bits and pieces in the works. He had the yet to be released MINI camshaft on a table under test and Josh was manning the phones and boxing honda and mitsu pistons. Some poor bastard lost an hour of Larry's time cuz I stole it getting a tour and talking about the mini parts under R&D. We talked about him in remission and his love for performance. Needless to say, I probably missed a few things but you know, he is kinda busy. So yea I agree JLM, his workflow is the bottleneck. If MINI could only match Honda's output, then Larry could be diverted to us Those MINI pistons are sweet, btw.

 

OK, I've heard about that.
Is that something that can only be done professionally? I recently removed the pre-cat from my stock header and replaced it with a piece of 2 1/2 inch pipe. When I did the header though, I thought about widening the ports because the carbon build up that was gathering on the sides of each one. Would widening the ports act as reversion control?
thanks

 

look it uo on Larry's site to be sure, but I believe he has the downstream surface about 1/16 larger all around for the both intake mfld to head and head to header

 

I’ve taken some measurements from a stock header flange that Larry Widmer (ENDYN) modified: top to floor 25.6mm/1.010 in., side to side 39.2 mm/1.545 in. If you were to follow the interior port contours of the stock header gasket and leave about 1 mm/. 041 in. internal border on the flange; there will be a more than adequate anti-reversion step for the stock exhaust port or mildly modified head. Along with that, the interior edges of the primary pipes can be cleaned-up to match the header port shape. There are differences between builds of the stock header, some of the primaries are more off center in relation to the header flange and will tolerate less grinding before compromising their weld. When using a grinder on steel, be sure to were long sleeves and eye protection to protect you from hot shards and slivers. The stock header flange is still built better than anything I’ve seen from Miltek or Maddness.

The stock header flange ports measure: top to floor 24.8 mm/.977in., side-to-side 34.7 mm/1.369 in. The stock header gasket ports measure: top to floor 26.6 mm/1.049 in., side-to-side 41 mm/1.614 in.

Anti-reversion steps can be used in the intake path as well. Follow the rule of small enters large. The entrance to the intake manifold from the intercooler output duct and the upper lip on the entrance to the intercooler output duct are two places that can also use some enlargement.

 

Well...guess the header is gonna have to come off again.

right on K-huevo, that is just what I wanted to find out.

James

 

For those that think its all about cfm, poke around Larry's site and notice that that is not the whole story. Its about the quality of the flow. And its about being as kind to your components while making the most power where you want it. And Larry is all about details.

And as for exhaust, Hytech Exhaust (Irvine CA) is the place. Larry swears by them. As far as I know they have not done a MINI header or exhaust yet. But when I get my MCS, its gonna get a full Hytech system. They have a patent on anti-reversion technology.

 

I hope those pics of his welds were unfinished - because those are far from a true expertly finished job. Our guys weld so evenly it looks like it was done by a robot!

We just got in the last batch of our 4 stroke remanufacturing machines. I'd love to get a hold of some core heads to start some mods on! I have unlimited access to any engine/machine shop related tools

 

posted at cooperspeed

 

Looks great. But the shipping alone would make an already difficult and expensive project even more difficult and expensive for me. I think it's best to stay local with your head. For me that's either Cossie or SAC.

I imagine a custom fabricated header would be pretty pricey. You think the numbers they could deliver would justify the cost over prefabs like the Milltek? I'm interested...tell me more...

Did a search and came up with this link: http://www.cooperspeed.com/forums/sh...ighlight=endyn No numbers. Is there another?

 

Better to ship to a trusted source than have a local do a substandard job. Speaking in general - I don't know anything about these two places.


The hytech honda header runs about $1200. The Mini header should be a little simpler, but I'd expect to be in the same pricerange. Quality-wise, the work hytech does makes everything currently being sold for the mini look poor, or in some cases like junk. With a header you typically reach a point of diminishing returns as far as power per dollar spent. Hytech would surely be on the other side of that line, but I would definitely expect them to be the best performing and highest quality. That said, he (like many fabricators) can be difficult to deal with. Be prepared to wait months for a product if you're not a local.

I found a peak HP number, but no dyno chart. I give him two thumbs down for trying to plug his own site rather than just posting the info.

 

Thread Edit:

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