Here is a teaser on the install. We did it yesterday, took about 5 hours including some running around and taking pictures. It is a very involved job - not for the faint of heart. A full How-to and eval will be forthcoming.



Finally getting the supercharger out.



The stock pulley.



The new pulley hub that allows a selection of different pulleys (currently a 15% pulley is on the car).

We also did the H&R coilovers - so a full write up of those and evaluation will be coming soon as well.

Here's a shot of the work we did this weekend with the pulley and the coilovers:



More to come.

Randy

 

Randy, along this lines of removing the S/C....is it at all feasable to put in a different one?? I've heard things about how the stock one really eats power near redline (I know they all do, but it seems as if a slightly better one could be had). I've also read in the past that...well, i'll just cut and past part of a post from MINI2 back in october:

"On a related note there may be problems with putting a smaller pull on the MCS supercharger. The current pulley ratio is 2.06 which results in 13905 rpms at the supercharger at a 6750 rpm engine redline. All of the performance graphs on the Eaton supercharger web page stop at 14000 rpm. At the MCS fuel cutoff the supercharger is already 317 rpm past this point."

I haven't seen that issue addressed much when discussing changing the pulley in an out. Also, I haven't seen any talk of a new supercharger type. I've read that the "roots-type" S/C has poor adiabatic efficiency. What about a screw-type S/C? Those are supposed to have very good adiabatic and volumetric efficiency and be a bit more expensive. Are they all just too big to fit under there? I really don't know what I'm talking for things under the hood, so sorry if this is a silly question.

 

I believe (and Randy, correct me if I'm wrong) that the main concern is that at slightly over 17,000 rpm there are problems with the water pump. I know Helix has significant mileage on two Cooper S test cars with 10% and 15% reductions, so far with no problems (to the best of my knowledge).

 

Actually, redline for the supercharger is at 17,400 RPM, so that is the limiting factor. The 15% pulley brings the RPM limit at redline to 16,900, so there is still a relatively docile buffer.

 

How would you control timing and the added fuel with the increased boost? I assume the ecu reads boost and maps fuel accordingly, but everything has its limits :smile: I'm very interested, the pulley looks nice :smile:

 

GAH! That's like looking at open heart surgery pics, just don't end up with 'spare' pieces when you put her back together again. Do you plan on offering installation services for the parts you are selling?

X2

 

I certainly hope the ENTIRE front end of the car doesn't have to come off. Please tell us you just did that becaue you had the extra time and wanted to make it REAL easy for yourselves.

 

>>Randy, along this lines of removing the S/C....is it at all feasable to put in a different one?? I've heard things about how the stock one really eats power near redline (I know they all do, but it seems as if a slightly better one could be had). I've also read in the past that...well, i'll just cut and past part of a post from MINI2 back in october:
>>
>>"On a related note there may be problems with putting a smaller pull on the MCS supercharger. The current pulley ratio is 2.06 which results in 13905 rpms at the supercharger at a 6750 rpm engine redline. All of the performance graphs on the Eaton supercharger web page stop at 14000 rpm. At the MCS fuel cutoff the supercharger is already 317 rpm past this point."
>>
>>I haven't seen that issue addressed much when discussing changing the pulley in an out. Also, I haven't seen any talk of a new supercharger type. I've read that the "roots-type" S/C has poor adiabatic efficiency. What about a screw-type S/C? Those are supposed to have very good adiabatic and volumetric efficiency and be a bit more expensive. Are they all just too big to fit under there? I really don't know what I'm talking for things under the hood, so sorry if this is a silly question.


This is an issue we have dealt with at my bonne forum. All of the S/C 3800's that go in the bonne come with roots based eaton superchargers either M62's or M90's depending on the year.

People have looked at the possibly of installing a centrificual S/C on a 3800 but doing it on a 3800 that already has a eaton blower on it would be about impossible. The way the intake and blower are integrated along with how the fuel injectors are inserted into the heads instead of the intake make it very hard to do.

A centrifucal SC could be put on a N/A 3800 but probably not on a S/C one. I don't know how this would relate to the pentagon motor though. The only screw type supercharge I know of off the top of my head is the Toyota Racing Development supercharger that is used on toyota trucks.

 

Randy, could you post a few more shots of the supercharger itself, different angles. I've thought all along it should be an M45, just wondering how it's set up for a MINI

 

Randy,

So how is the performance? I have my doubts that you would even notice a difference without an ECU upgrade. I think that the adaptive ECU and its settings may cancel out the increase in boost.

Do tell.

Thanks

 

Looks like fun,look forward to the full write up. Then I will start mine. What was the worst part? Most important how does it feel?

 

So how much and does it effect gas mileage?

 

>>I certainly hope the ENTIRE front end of the car doesn't have to come off. Please tell us you just did that becaue you had the extra time and wanted to make it REAL easy for yourselves.

Actually the front of the car is real easy to take off and does not take much time at all.