Well, that's tuff...every car is different....but if you set the the spring to the minimum and have a stock pulley....you should only boost about 19 lbs...maybe creaping to 22...and for many cars that's 250 WHP for others it's not...it's only 230...but this is the average we have seen with stock Minis and modded....some have 30 more WHP stock...

the most we have run on these pistons so far is close to 40 lbs...they are good for 850 hp...so I am sure they can handle what we throw at them

 

so 19 to 20 would be what I would have to say for 90 octane....cause that's about as crazy as one should get if you don't hafve better fuel....

I thought europe had good gas? like 98 octane? anywho...lemme explain how the rating works...

the reason I talk about running race gas is for no other reason than to avoid detination

91 octane.. we have 9:1 compression....hmmmn....I see something there

Detonation is described as "knock" or "ping" and is the reaction or explosion of the heavy ends of the fuel/air mixture in the combustion chamber after the plug has fired. Pre-ignition is caused when the fuel is ignited by a "hot spot" in the cylinder and the fuel/air mixture burns before the plug fires and the piston reaches TDC. This created tremendous pressures in the combustion chamber due to the burning gases being compressed further by the compression cycle of the engine. These are both very destructive situations and if left unchecked, will result in extensive engine damage.

Octane is rated in two different methods, Research and Motor Octane and often they are combined and averaged for a third rating we are all familiar with from the gas pump, the (R+M)/2 method. Octane is measured using a CFR (Cooperative Fuel Research) engine. This is a single-cylinder, overhead valve, variable compression engine.


Research Octane is measured on the CFR engine running at 600 RPM with the inlet air temperature at 100°F. A baseline gasoline with a known octane value is used to reference the octane level of the gasoline being tested. With the engine running on the test gasoline, the compression ratio of the CFR engine is gradually increased by decreasing the length of the cylinder. This is continued until the point of detonation and then decreased until detonation ceases. Then the octane value of the test gasoline is determined based on the compression ratio of the CFR engine just before detonation.


By these standards with our boosted cars....we should run no less than 100 octane... but combustion chamber and engine design also play a big role


also, technology helps us out by dialing back timing....which belive me you can feel the difference between 18 and 30 degrees

 

well some parts of europe have whats called super plus unleaded 98 ron,
and germany has shell optimax 100 ron,
but here in Ireland we only have 95 ron,
we did have 98 ron but nobody bought it as it was too expensive,
so I am limited unless I use a booster????

 

I actually have this on my myspace. It's a blog entry: "For all the car guys... "


It's for the SPI kit, list of parts and what they do. Also, Bryan, aka FastBAndit, has been very good in talking about it with me, so you may want to PM him for his input.

Peace

 

The only booster I would say is worth while would be buying race gas and mixing it in...

 

So, the S-AFC technically does control the injectors duty cycle and the amount of time they are opened and closed. It just doesn't directly control them, cause if it's tricking the ECU into thinking it is too lean or too rich, the ECU will take action by telling the injectors what to do, no? I'm just trying to understand this... If this is true then I could run 400cc injectors and an S-AFC without the need for a chip then correct?

 

ABSOLUTLY CORRECT!! YOU HAVE WON A BRAND NEW....uh...DAY AT THE DYNO! at your expence.....LOL

so yeah...that's the thing...most "chips" don't accually address this stuff...and the reason is...they can't....how can you adjust the A/F ratio of something you have never seen....

 

LOLOL, so Tuls, with your expertise and knowledge of the S-AFC and how to tune it correctly, how hard is it to tune the S-AFC?? I've been thinking of buying this little gismo and spending a day at the dyno but I don't trust myself tuning it and IDK of any place that will dyno tune an S-AFC on my car (that I trust)...

EDIT: P.S. what is the keystroke for the U with the dots on top?

 

der umlaut?

http://home.earthlink.net/~awinkelri...shortcuts.html

 

alt+0252 ü

as for the rest...it's not too hard...once you get the basics out of the way...can't really get into it here...it's one of those "i gotta show you" things

there's too much to go over...

 

Mixing is for rookies. $5-$23 a gallon seems completly reasonable...

 

Just to make sure that everyone knows this, the AFC doesn't trick the ECU into thinking it is lean or rich. It tricks the ECU into thinking there is more or less boost. This works great for fueling, but messes with the timing. Add more fuel (more boost) less timing. Removed fuel (less boost add timing) Esspecially when you add or subtract more than 5% you will start to change more than a couple degrees timing. This is how all the piggyback ECU work. Sometimes this works just fine and other times it doesn't. I think most people are only adding or subracting small amounts of fuel with the Mini so it works just fine. But when you are throwing in 550cc injectors you are also really bumping the timing up. Possibly too far for high boost levels.

 

Sorry. My mistake. Learning something new everyday.

 

No problem. By the way our customer with the AFC and the 550 injectors should be back on the dyno in the next couple of days!

 

S-AFC works with boost? Hmm I always thought the AFC just controlled the air flow (as a result changing the afr), hence the name Air Flow Controller... People use this on N/A engines as well, but oh well, like dom said, learn something new every day...

 

boost is air

 

And so is vacuum.

 

Think of it modifying a signal that is 0-5volts or frequency(frequency is used on some MAF sensors instead of voltage). So on some cars you hook it up to the MAF sensor and some MAP. It just depends on what the stock ECU used to calculate fueling and timing.

 

what does the SPI kit use for controlling the boost?
and what does the Alta kit use to control boost?
the SPI kit has the AFC controller this is only for tuning no??
why does the Alta kit not have the AFC?
one last question where do these kits tap into to control the wastegate??

 

the SPI Kit taps into the turbo ...and the waste gate I have is a 13 lbs spring or less...so the MOST the turbo ussually makes is 13 lbs...add that to the SC and that's 24 lbs..which is EXACTLY what I am makeing....YAY!!! LOL...

 

what do you mean the SPI taps into the turbo??
is there a wastegate on the turbo??
and what controls it a spring no actuator?

 

yes it has an internal waste gate...and so yes it has a spring actuator...the boost opens the gate...if the gate is set to 13 lbs then when the turbo makes 13 lbs of boost it opens....

 

thanks man you are always a great help.

 

NP! somewhere down the line someone explained it to me...

 

Profpatpending, how's research for your twincharge kit going?