Drivetrain Update on the new stuff
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From: Denver
Throttle Body
The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
The only drawback is the cost has risen slightly - which I am happy to pay for the quality in return. The new price is $449. That does not include the $200 core charge. Once I receive your core, you will be credited the $200. This is actually pretty reasonable after I checked around on the cost of other drive by wire units from folks like Dinan. A unit for some of the new Porsches or BMWs runs in the $600 range.
Look for the units on the website next week - thanks for the patience those of you who have been waiting have displayed.
LEDAs
The LEDA coilovers have been working out extremely well. The spring rates are being finalized for the different applications, and the units will be ready by next week for ordering. I have also been able to get a price break from the original costs, so the new structure is much more reasonable, especially considering the quality of the units (they are custom built to each customer's specifications and require a 3 week lead time and your car's weight). The units are available in 3 stages:
Stage 1: Adjustable ride height, custom valving and spring rates, aluminum hats - $1399
Stage 2: Adjustable ride height, 24 position shock body adjustable compression and rebound, custom valving and spring rates, aluminum hats - $1832
Stage 2a: Same as above with gas emulsified units - $1992
Stage 3: Adjustable ride height, 24 position compression/24 position rebound on a remote reservoir body, race only - $3396
Brakes
The braking stuff is in the works - the "stage 1" pads, fluid, rotor kits are finished, and I am very happy with the results. Pricing is still being worked out, but look for the kit on the website again next week. The "stage 2" kit is still being designed, with the hub carrier, rotor, and wheel on the way to the design house next week. This will incorporate Porsche/Brembo calipers in a correct size rotor for the MINI with aluminum hats and we are trying to see if it can be done with a 16" wheel. The calipers will have the MINI-Motorsport emblem on them too - COOPERation, I need a logo for the business, interested in designing one? The cost for the stage 2 kit is still being worked out, but we would like for it to be in the Stoptech range instead of the Brembo range.
Intercooler
The intercooler front is a two stage development right now - one is a larger air-air, and the other is a water-air. Look for word on these in the next month, with pricing being less than $1000.
Suspension
The H-sport stuff is here and being evaluated. I have been very happy with the quality of the pieces, and the track eval will give more info on how the set-up works.
The camber plates are just about fully developed, and all of the production issues are being finalized. THese units are absolutely beautiful and incorporate a stress bar if desired. They allow adjustment of caster and camber - with up to 2.5 degrees negative available. No cutting of the strut top mounting area is needed, and the adjustments can be made at the track. Cost is still up in the air, but they are around $650. These are the units jlm has developed with lots of input from the entire MINI community.
ECU
The software is also a two approach process right now. One is being done on the piggy back side, with the biggest hurdle remaining being the "plug and play" issue instead of splicing. The other is the APR approach. We will know more next week after getting the info from the ECU down to them on Monday. If they can work with the Siemens ECU, we'll have the dyno tuning done shortly thereafter (with the help of our volunteers in the deep south). Look for more info on this option next week, then ready for evaluation at the end of next month or so.
Exhaust
The Mania header works flawlessly, but has a different power band than the London Stainless - look for that to be available on the site next week with the dyno numbers.
The UUC exhaust should be here next week, so we'll finally know how it works then.
The NRP/Techtonics system will probably be here next week too.
Intake
New intake development is under way with ALTA and MINI-Madness as partners - more info in the coming weeks.
One last teaser that is just starting to be developed - whipple.
Let me know if you have any questions. There is more stuff in the cooker, but I think that is all that's going to be devulged in the near future.
Randy
720-841-1002
_________________
Click It!
The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
The only drawback is the cost has risen slightly - which I am happy to pay for the quality in return. The new price is $449. That does not include the $200 core charge. Once I receive your core, you will be credited the $200. This is actually pretty reasonable after I checked around on the cost of other drive by wire units from folks like Dinan. A unit for some of the new Porsches or BMWs runs in the $600 range.
Look for the units on the website next week - thanks for the patience those of you who have been waiting have displayed.
LEDAs
The LEDA coilovers have been working out extremely well. The spring rates are being finalized for the different applications, and the units will be ready by next week for ordering. I have also been able to get a price break from the original costs, so the new structure is much more reasonable, especially considering the quality of the units (they are custom built to each customer's specifications and require a 3 week lead time and your car's weight). The units are available in 3 stages:
Stage 1: Adjustable ride height, custom valving and spring rates, aluminum hats - $1399
Stage 2: Adjustable ride height, 24 position shock body adjustable compression and rebound, custom valving and spring rates, aluminum hats - $1832
Stage 2a: Same as above with gas emulsified units - $1992
Stage 3: Adjustable ride height, 24 position compression/24 position rebound on a remote reservoir body, race only - $3396
Brakes
The braking stuff is in the works - the "stage 1" pads, fluid, rotor kits are finished, and I am very happy with the results. Pricing is still being worked out, but look for the kit on the website again next week. The "stage 2" kit is still being designed, with the hub carrier, rotor, and wheel on the way to the design house next week. This will incorporate Porsche/Brembo calipers in a correct size rotor for the MINI with aluminum hats and we are trying to see if it can be done with a 16" wheel. The calipers will have the MINI-Motorsport emblem on them too - COOPERation, I need a logo for the business, interested in designing one? The cost for the stage 2 kit is still being worked out, but we would like for it to be in the Stoptech range instead of the Brembo range.
Intercooler
The intercooler front is a two stage development right now - one is a larger air-air, and the other is a water-air. Look for word on these in the next month, with pricing being less than $1000.
Suspension
The H-sport stuff is here and being evaluated. I have been very happy with the quality of the pieces, and the track eval will give more info on how the set-up works.
The camber plates are just about fully developed, and all of the production issues are being finalized. THese units are absolutely beautiful and incorporate a stress bar if desired. They allow adjustment of caster and camber - with up to 2.5 degrees negative available. No cutting of the strut top mounting area is needed, and the adjustments can be made at the track. Cost is still up in the air, but they are around $650. These are the units jlm has developed with lots of input from the entire MINI community.
ECU
The software is also a two approach process right now. One is being done on the piggy back side, with the biggest hurdle remaining being the "plug and play" issue instead of splicing. The other is the APR approach. We will know more next week after getting the info from the ECU down to them on Monday. If they can work with the Siemens ECU, we'll have the dyno tuning done shortly thereafter (with the help of our volunteers in the deep south). Look for more info on this option next week, then ready for evaluation at the end of next month or so.
Exhaust
The Mania header works flawlessly, but has a different power band than the London Stainless - look for that to be available on the site next week with the dyno numbers.
The UUC exhaust should be here next week, so we'll finally know how it works then.
The NRP/Techtonics system will probably be here next week too.
Intake
New intake development is under way with ALTA and MINI-Madness as partners - more info in the coming weeks.
One last teaser that is just starting to be developed - whipple.
Let me know if you have any questions. There is more stuff in the cooker, but I think that is all that's going to be devulged in the near future.
Randy
720-841-1002
_________________
Click It!
6th Gear
Joined: Jan 2003
Posts: 1,816
Likes: 2
From: New Jersey
>>Throttle Body
>>
>>The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
>>
>>The only drawback is the cost has risen slightly - which I am happy to pay for the quality in return. The new price is $449. That does not include the $200 core charge. Once I receive your core, you will be credited the $200. This is actually pretty reasonable after I checked around on the cost of other drive by wire units from folks like Dinan. A unit for some of the new Porsches or BMWs runs in the $600 range.
>>
Randy can you explain the throttlebody modification a little better? Is it just a straight shot through or is there a bit more "magic" to it? Not everyone likes to reveal their porting techniques, which is pretty much what this is.... but I thought I'd ask anyways. I take it the throttle plate is replaced with a larger diameter unit.. on the same shaft? Thanks!
--
Cheese
>>
>>The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
>>
>>The only drawback is the cost has risen slightly - which I am happy to pay for the quality in return. The new price is $449. That does not include the $200 core charge. Once I receive your core, you will be credited the $200. This is actually pretty reasonable after I checked around on the cost of other drive by wire units from folks like Dinan. A unit for some of the new Porsches or BMWs runs in the $600 range.
>>
Randy can you explain the throttlebody modification a little better? Is it just a straight shot through or is there a bit more "magic" to it? Not everyone likes to reveal their porting techniques, which is pretty much what this is.... but I thought I'd ask anyways. I take it the throttle plate is replaced with a larger diameter unit.. on the same shaft? Thanks!
--
Cheese
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From: Denver
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From: Denver
cheese - it's magic 
The big advantage to the whipple is the adiabatic efficiency. Compared to the Roots type at 40% or so, the lysholm twin screw whipple is around 78% efficient. That equates to much lower heat generation for the same psi of boost. The trickiest part is the water pump - an electronic one with a control unit will be necessary. I'll keep researching the water pump issue - and that's all I really want to say, or it wouldn't be a tease now would it?
The big advantage to the whipple is the adiabatic efficiency. Compared to the Roots type at 40% or so, the lysholm twin screw whipple is around 78% efficient. That equates to much lower heat generation for the same psi of boost. The trickiest part is the water pump - an electronic one with a control unit will be necessary. I'll keep researching the water pump issue - and that's all I really want to say, or it wouldn't be a tease now would it?
4th Gear
Joined: Jun 2002
Posts: 573
Likes: 0
From: Stroudsburg, PA
>>The H-sport stuff is here and being evaluated. I have been very happy with the quality of the pieces, and the track eval will give more info on how the set-up works.
>>
Randy,
I am planning to do the rear swaybar soon, like in the next month. Questions about the Hotchkiss rear swaybar: will the rear bar be available separately? How does it compare to the Madness bar? I'm thinking tubular must be lighter, and lighter is better, right?
I'm hoping to have it installed for Deal's Gap End of April.
Possible maybe?
6th Gear
Joined: Jan 2003
Posts: 1,816
Likes: 2
From: New Jersey
>>>>only 43,000 more miles to go till the warranty ends and 58 more payments. Then I can MOD away....lol
>>>>
>>>>
>>>>thanks for teh updates :smile:
>>
>>Uh...don't forget. Maintenance is 4 yrs/50,000 miles. Warranty is ONLY 3yrs/36,000 miles. So you really only have 29k miles to go. So I'd say, well I can't "say" what I'd say but forget the warranty!
>>
Hmm. Mine is the other way around? I got 3/36k service and 4/50k warranty.
--
Cheese
>>>>
>>>>
>>>>thanks for teh updates :smile:
>>
>>Uh...don't forget. Maintenance is 4 yrs/50,000 miles. Warranty is ONLY 3yrs/36,000 miles. So you really only have 29k miles to go. So I'd say, well I can't "say" what I'd say but forget the warranty!
>>
Hmm. Mine is the other way around? I got 3/36k service and 4/50k warranty.
--
Cheese
6th Gear
Joined: Jan 2003
Posts: 1,816
Likes: 2
From: New Jersey
>>cheese - it's magic
>>
>>The big advantage to the whipple is the adiabatic efficiency. Compared to the Roots type at 40% or so, the lysholm twin screw whipple is around 78% efficient. That equates to much lower heat generation for the same psi of boost. The trickiest part is the water pump - an electronic one with a control unit will be necessary. I'll keep researching the water pump issue - and that's all I really want to say, or it wouldn't be a tease now would it?
Man I hate magic
The comparison to "roots" is an unfair one. The eaton is a "modified roots" with an efficiency between 50 and 65 percent. The difference between the two is designs is that the air is compressed inside the blower with the twin screw design. You can't stop the blower from compressing air so you're always draining power from the motor. If you've driven your MINI with the AC on, you may realize why this MIGHT be a horrible situation. I dont know what the parasitic loss associated with the particular blower you're choosing, but be careful! It could have a horrible effect on drivability. The eaton unit and the twin screw are said to be comparible until 13 PSI. Then the twin screw kicks twisted rotor butt.
--
Cheese
>>
>>The big advantage to the whipple is the adiabatic efficiency. Compared to the Roots type at 40% or so, the lysholm twin screw whipple is around 78% efficient. That equates to much lower heat generation for the same psi of boost. The trickiest part is the water pump - an electronic one with a control unit will be necessary. I'll keep researching the water pump issue - and that's all I really want to say, or it wouldn't be a tease now would it?
Man I hate magic
The comparison to "roots" is an unfair one. The eaton is a "modified roots" with an efficiency between 50 and 65 percent. The difference between the two is designs is that the air is compressed inside the blower with the twin screw design. You can't stop the blower from compressing air so you're always draining power from the motor. If you've driven your MINI with the AC on, you may realize why this MIGHT be a horrible situation. I dont know what the parasitic loss associated with the particular blower you're choosing, but be careful! It could have a horrible effect on drivability. The eaton unit and the twin screw are said to be comparible until 13 PSI. Then the twin screw kicks twisted rotor butt.
--
Cheese
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From: Denver
The eaton unit and the twin screw are said to be comparible until 13 PSI. Then the twin screw kicks twisted rotor butt.
>>
>>--
>>Cheese
>>
I'm looking at a unit with around 17 psi, which is one of the reasons this set-up, along with the heat differences, is a much more efficient option.
Randy
>>
>>--
>>Cheese
>>
I'm looking at a unit with around 17 psi, which is one of the reasons this set-up, along with the heat differences, is a much more efficient option.
Randy
6th Gear
Joined: Jun 2002
Posts: 3,359
Likes: 1
From: New Jersey
>>>>Uh...don't forget. Maintenance is 4 yrs/50,000 miles. Warranty is ONLY 3yrs/36,000 miles. So you really only have 29k miles to go. So I'd say, well I can't "say" what I'd say but forget the warranty!
>>>>
>>
>>Hmm. Mine is the other way around? I got 3/36k service and 4/50k warranty.
>>
>>--
>>Cheese
>>
Doh! Geez you're right!
>>>>
>>
>>Hmm. Mine is the other way around? I got 3/36k service and 4/50k warranty.
>>
>>--
>>Cheese
>>
Doh! Geez you're right!
6th Gear
Joined: Sep 2002
Posts: 1,649
Likes: 0
From: 14605
>>Throttle Body
>>
>>The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
>>
>>>>
... thanks for the info on this; I've been meaning to ask you about advantages on a Cooper - will the throttle body allow the motor to suck more air through a K&N insert, or should I spring for a better filter too? - If I do one at a time, filtre or body first?
Also looking forward to your tests of the other headers - That London thingy looks down-right Sexy but the cost is scaring me away; Any chance any of the ones in the $750 range work as well?? (It'll be strapped on in front of a Borla ...)
I saw your post in the other thread ... sounds like you had a great trip - Welcome Back!
>>
>>The throttle body is now being sourced from a new supplier, and the turn around will be less than 3 days - I have three that will be in stock by the end of next week, and from there I hope to keep a supply on hand. The new supplier does excellent work, and the quality of the job is second to none. The unit is now bored out 7mm, so the new throttle body is 64mm as opposed to the old 62mm unit.
>>
>>>>
... thanks for the info on this; I've been meaning to ask you about advantages on a Cooper - will the throttle body allow the motor to suck more air through a K&N insert, or should I spring for a better filter too? - If I do one at a time, filtre or body first?
Also looking forward to your tests of the other headers - That London thingy looks down-right Sexy but the cost is scaring me away; Any chance any of the ones in the $750 range work as well?? (It'll be strapped on in front of a Borla ...)
I saw your post in the other thread ... sounds like you had a great trip - Welcome Back!
6th Gear
Joined: Sep 2002
Posts: 1,649
Likes: 0
From: 14605
>>Am I the only one who didn't know what "adiabatic efficiency" means? I majored in History, help me out.
... No one? ok, i'll take a stab at it ... if you can expand or compress a gass without heat transmission to or from it, that's efficient.
... No one? ok, i'll take a stab at it ... if you can expand or compress a gass without heat transmission to or from it, that's efficient.