I have a few questions for the tuners and engineers: (1) Will the 2007 engine, with an aluminum block, be as bullet proof as the the current engine? (2) If not, will this limit the amount of HP upgrade? (3) What sort of performance mods to you think will be available in the aftermarket?

 

Most of your questions have answers that fall inot the "Remains to be seen" category, unfortunately. Historically, cast blocks have been stronger, But the new Corvette Sting Ray makes around 600-650 HP on a supercharged aluminum block, so what can you say until someone blows one up?

 

As long as they dont have any manufacturing issues, i dont see a problem with an aluminim block.

Ive personally seen 600+ out of a stock aluminum vette motor, with no power adder, and they have no problems with being driven daily.

 

No engineer, but have some answers anyway:

1) No way

Aluminum does not deal with heat and stress as well as cast iron. Its mainly to do with molecular density of the metals - Aluminum has molecules further spread out than ferrous metals. Design has a lot to do with ultimate strength, but you can't eliminate the realities of the materials.

Addionally I haven't seen the innards of the new turbo-charged version. This will be key in truely answering the question... Just as the current MCS has different internals than the MC, the new S will again have different components to deal with the added stresses.

2) Design (in addition to materials) will be the limiting factor. One can size a larger turbo, fuel system etc., and in theory produce X power. But there's only so much one can do if the block design limits additional strengthening.

A good place to go look/read about block modifications is ENDYN. They work mostly on Honda products but also do some crazy Supera engines and have done MINI work for several folks on NAM.

A 'trick' the Honda community uses on engines (like the B16) to strengthen/handle more power are "posts" - inserted in the coolant passage ways to support the cylinder bores. "Posting" like this is just one way to help the engine deal with increased power. Another product ENDYN makes is a "block girdle" This product is a plate of alloy which "ties" the 4 sides of the bottom end (of the block) together. Its a reinforcement, to again allow more power production. We haven't even begun to touch on pistons, connecting rods, crank's/mains, where addtional work can be done to increase strength & offer increased potential output.

Look here http://www.theoldone.com/articles/badtothebone/

Hope this helps

 

Great. If I ever get a future generation Mini, it's going to need a girdle. Just when I convinced all my friends it's not a girlieman car....

Guess I'll keep my 2006.

I just thought of something though. If you get a 2007 and it needs a girdle, do you have to get a bra for it too?

 

You wone be saying that when a chipped 07 S has more hp than most highly modded pre-05s


I know, i hate turbos too.



Now, time to go pick up my M62

 

Motoringfile discusses the engines here:

http://www.motoringfile.com/2004/12/...ange_in_detail

Notably:

"With the crankshaft contributing significantly to frictional forces, the decision was taken to use relatively small bearing journals measuring just 45 mm or 1.77″ in diameter. To minimise oil consumption and, as a result, frictional losses, the bearing shells on all engines have been split up into five categories in order to limit bearing play in the main crankshaft bearing.

A further highlight of the engine's lightweight concept is the optimisation of crankshaft weight. As a result, crankshaft stiffness decreases from rear to front, which also offers benefits in terms of vibration management. "

I think this "optimisation" may in the end make the engine more susceptible to damage in case of excessive mods. The Tritec engine was built strong and probably overbuilt, instead of "optimised".

Regarding oil system:
"Operating as a function of oil pressure, the external gear pump driven by a chain delivers precisely the amount of oil required under all operating conditions. In other words, there is no need for a bypass feeding back excess oil or extra volume not needed."

I think an on demand type of system may cut it close on occasion.

At a compression ratio of 10.5:1, the turbocharged engine is compressed to a relatively high level for an internal combustion engine of this type. Precisely this is why the combustion process is monitored also in this case by anti-knock control correcting the ignition angles and charge pressure whenever required.

I think such hi compression ration may limit simple mods like boosting turbo output.

But we shall see. I suspect info will trickle down once the car is available.

 

I can't speak for the new MCS engine, and the report just posted doesnt seem promising...but I DO know that the all alumunium SR20DET from the old Silvia (Nissan 240sx from japan) was a 2.0L turbo application, and with a stock bottom end they could handle 450+ w/ good managment. I don't see why the new engine shouldn't be able to handle 350 hp with the right supporting mods (i.e. cooling, management).