there is a large world out there:
http://www.metroplexmini.org/forum/s...0&page=3&pp=15

 

I can belive those numbers......with the new SC

 

I am a believer.. for 225-230 whp without TC and without the 62..

 

Not without something better than any of the tuners are providing for engine management. UNI, MTH, etc, are all still rather limited in what they can or are doing. The SAFC still is rather limited as well.

JLM is this thing s/c only they supposedly took from 155 to 23X?

 

just checked this out and placed a PM with El. thanks john

 

Geez, that looks nice :-). I'll have to follow that thread.

 

What is a "stock jcw" whp?

 

It's hard to say, essentially stock MCS's are dynoing anywhere from 130-160 hp :-\. JCW is probably 165-190?

 

Originally Posted by onasled
225 whp ? without re-boosting?
Please PM me or just post here on what you have done to achieve this.
As far as the Webb mini goes, it is my understanding that he was nowhere hear those numbers.


Hi Greg,

You are much more direct than I am but I am with you brother.....

Bob
__________________
02 , M62 SC in progress (WMS HDI, head/"S" race cam, f cbr, intake/runners) BBS RVF/T1S, AP BBK, Pwr slots /2500, Pprt SR-7, PSS9, Plo coil/nlgy, (M7 DFIC, CC, USS, Str bar, plma bst, TB) (Alta crnk ply, SS/Whln) (Helix19%, 400s,) Mltk hdr/cat-back, Uchip, (HS swy brs F/R, r cbr) and more

__________________________________________________ __________________________________________________ _________

At the time of the dyno run that I mentioned in the other post, my car had the following mods:

Pipercross Viper CAI modified to fit the MCS
62 mm throttle body
Ported/polished M45 supercharger
15% Helix sc pulley and 2% Alta crank pulley
Gintani intake manifold with integral air-water intercooler
Ported/polished head
Schrick performance camshaft with stock valves/springs
380cc JCW injectors
NGK iridium plugs
Gintani 4-2-1 header with 3" down pipe
Gintani prototype exhaust
Gintani direct ECU tune (same as when the car had a Comptech/M Mania header)

Other factors: 80 deg F ambient temp.; @ 55% relative humidity; 91 octane Chevron fuel; Clayton chassis dyno; 215/40/17 tyres

As previously stated, when the exhaust is finalized, i.e., made quiet enough for the street without sacrificing performance, the ECU will be retuned and another dyno run will be made. BTW, I had the 3" resonator replaced with a 2.25" resonator/muffler to help with the sound until the final exhaust is perfected and installed. Of note and as expected, the new restriction (3"-to-2.25") has had a profound negative effect on overall performance. I trust that the reworked 3" system and new ECU tune will evoke some ...

HTH,

 

More info please.
Is there a cat with this?

 

Really nice car ...... I would love to see it..... lots of work and love in this baby

 

Yes, there is a catalytic converter, but I can't give any more details than that. The plan is for everything to be "street legal", and it's almost there!

 

Many thanks...

Work, love, $$, more work, some hair pulling followed by tough love, and more $$ ---

 

Good enough.


You got the bait out there

 

well that's contrary to what a lot of people believe about the M45's capabilities. If you can get 190whp with a JCW, you can EASILY crack 200whp with a worked MCS

 

Just going by the same variance we're seeing with the regular MCS. if people are dynoing at 155-160 with no mods, why not someone with a JCW at 185-190. My dyno was close to 240 whp, so I honestly believe that the MCS, without spending more than $1500-$2000 can break 200 whp. There are a number of people who have dyno's of their cars at or around 200 whp with a chip, pulley, intake, and exhaust.

 

I have been told that I am one of those high producing MINI's with my latest Dyno results. I have an Alta Intake, Alta Diverter, and a B&B Exhaust. I did 171whp with a wet (water) intercooler.

 

I admit to never having a water to air IC but would they not dyno better because they do not need the motion of the air for cooling.....at least short term.... I'm assuming there is a pump, but I do not know this system...... the biggest problem with the dyno is what to do about the air flow over/through the IC......

 

SpiderX, I think he means he wet the intercooler down on the dyno, not so much a water cooler i/c.

1QUICKMINS: I bet if you took it to another dyno you might be in for a disappointment...

Please understand I am in no way trying to knock you, but the reality of it is, while you might be strong on one dyno, it might show you a lot less on another. Often times someone will get their car dynoed once and think they are making this amazing power, only to go dyno again somewhere else or heck even the same dyno on another day and see much less.

Case in point, back in May, some of the So Fla group had a dyno day, and were all over the board but most were between 150-160, with 2 or 3 above 160. The Tampa group ran a dyno day and we were consistently 10-12hp higher even on similarly equiped cars.

Track back to my original postings. I peaked at the June dyno day at 187/168. I added a cam, headers, injectors and high flow cat and at a different dyno hit 192.5/173. One would think a header and cam would be good for more than 5hp/5tq. I am going back to the first dyno in October to rerun there and see if its just not the dyno. If my theory is right, I bet I could expect to see #'s in the 199-205 range.

I guess the point of this is, unless you are looking for bragging rights, the repeatability of your results on multiple pulls is really a more accurate sign of the power you are making and is especially important in tuning, especially if you are going with something like a SAFC.

Also keep in mind, even with water spray on a dyno, you still arent making the same power you are on the street with forced air cooling of your i/c. The good thing about your car is how you are making consistant power. Also you can see that you are running very rich on the top end. A good tuner with a SAFC might be able to pick up a few ponies for you.

 

you need to look at the curves specifically to make use of the dyno run:
A/F typically runs downhill, richening heavily to sometimes 10:1. if you look at the high performers using the Apexi, they have tamed the A/F. another typical A/F read to modded rigs is that the curve starts to go lean above 6000, implying the injectors are maxing out.

the torque curve is really the breathing monitor, and from what I have seen, it slowly drops off from peaking around 4000, but doesn't seem to abruptly fall until the rev limiter kicks in. those showing very high hp numbers are revving to over 8k to take advantage of the relatively stable torque.

timing retard shows up more clearly in the HP curve, usually around 5500 and above.

so: build your engine to rev higher, control A/F, use bigger injectors, control timing and detonation. not a lot new here except to say performance gain is mostly in the ecu tune, not just the bolt on parts

 

I couldn't have said it better.

I noticed too, my best #'s are when the guys running the dyno actually make use of my higher rev limit. Perhaps it is time to put some stiffer springs in and get the limit raised a little higher.

 

Stiffer springs! Be cautious with the stock valve springs at 7200+ rpm. I use BMW Racing springs in all my high revving heads as well as an adjustable cam gear.

 

A lot of good info here......thanks to all

 

I'm not saying that yours isn't true, but everyone here seems convinced that you can't break 200whp without a lot of difficulty

 

Rustyboy155, got dyno graphs so we can take a lookie?

EDIT, please dont read this as me calling you out, I just want to see them, esp if they have air and fuel ratios.