I concur... get a Helix intercooler and a turbo back exhaust.

 

I am impressed myself and frankly I do not believe that my car would get a 242 again. I would like to see what it can do on a dynapack dyno.

 

+1.

I think Eddie is getting his helox in the GB hopefully soon.

 

That's what I thought...have the cat back exhaust. Getting the helix IC in the GB. Maybe next month.

Took a couple of laps at WGI and noticed that my rev limit is down. Had a computer reflash at the dealer and a few things changed. I think the scangage recorded 6250 but I thought last year I had pegged it between 6500 and 6750. Also it seemed down on power. Even with the exhaust I only saw 107 on the front straight where I have heard that other S's got 110+ and it was a cool day. I would have thought the cat back would have helped there, but then I have gone back to the stock air filter from the K&N . Well I will see at WGI in 2 weeks. I should see 115 on the back straight if I match last year...tracks are my dyno

 

At LRP it is the exit speed in the downhill that determines max front straight speed. W/o r-comps, you should be about 80-84 mph on the apex, WOT to track out at about 92 to 96 mph, then shift and WOT to big bend at about 112-116 mph. This assumes WOT to about the 4 marker. Redline is amlittle north of 6600 rpm.

My Factory reflash also seem to have caused a slight drop in HP.

I thought you were at LRP not WGI?

 

Oops, ya it was LRP...I hit a max of 107 going to big bend. I thought that was a little low but was not going that fast down the hill. I am south of 6600, about 6250 now at redline.

 

Was the instructor in your car large?

 

No, it was tiny Simon

 

Then I have no real explantion for the top speed of 107 mph.

VV was just there at LRP yesterday. Do not know what speed he was running.

 

I find it very interesting that both the JCW and MCS seem to be under rated from the factory, that probably goes a long way to explain why I have not had a lot of trouble keeping up with friends in cars that are meant to have a lot more power.

As for the discussion of the value of the JCW over the MCS, I can only draw on my own experience here. When we got our MCS it felt great stock and this improved somewhat with the stage 1 JCW kit. I have noticed with it that the acceleration was great up until about 4500 rpm and then it flattened off.

We now have a 2011 JCW which is not run in yet (only 200 miles on it) so it is not putting out its full potential yet and I have not given it WOT to redline yet. My initial felling is that it has more power right now than what my stage 1 JCW kitted MCS does. The boost on the JCW seems to hold in there longer than the stage 1 does and it also seems to have fatter midrange torque. I have the advantage that I still have the stage 1 (I drove it this morning) and I am still convinced the JCW has more power. I will be very interested in how the JCW improves as the engine runs in, I think it will be a marked difference by then.

My stage 1 kitted MCS did a 1/4 mile of 14.5, which I consider pretty good for a FWD manual car. I will be very interested in what my JCW will do once it is run in, I am predicting a low 14 by the feel of it at this stage.

As for is the JCW worth the extra money, hell yes. Yes I could buy a MCS and fit a heap of mods and end up with a quicker car, but then I would still not have the stronger transmission and other bits and pieces that come with the JCW. I bought my MCS for $40,000 AUD, to bring it up to JCW power I would have to spend about $5000 AUD, add another $3000 AUD for the brembo brakes and I now have an outlay of $48,000 AUD. I just bought the JCW for $49,000 AUD, so in my eyes for $1,000 AUD I got a stronger transmission, better pistons, larger turbo, LSD, better interior etc. To me that is money well spent and when I go to sell it I am selling a JCW, not a modified MCS. I also would not have a factory warranty on a modified MCS, right now I do and if something goes wrong I can hand the problem to BMW.

 

Nice quote here. I, too have a 2011 JCW too. When I first got it in October, I thought that it had a bit more power than the 208 that they advertise. Now that I've got about 5,100 on clock, it has awakened up even more. Especially the exhaust note.

Now I have to admit, that this is my first Mini and I love it. Power has been quite a surprise, especially with all the knocking of the JCW and how it isn't worth it. Like you said, sure one could get a regular MCS, add about $2K in performance acessories, then hold your breath that you don't have a problem and need the warrantee. Granted some dealers will help you out, but then you have the rest of them.

Another neat thing about the JCW is that Mini/BMW only makes about 1% of their total production in JCW's. So, kind of rare.

 

Finally had the chance to get my car on the dyno this afternoon.



About what I expected. The numbers are obviously at the wheels.

Todd

 

Nice! What do you got under the hood? Tuned?

 

ALTA AP (Stage 1, 92 octane, FMIC) with a Forge FMIC.

 

Nice numbers... I want to get dyno'd...

 

how do I find this downpipe hp?

 

1450 miles. Only thing I've done to the car is have the resonator removed.

 

213 Standard
257 After

itg filter
Forge FMIC
evolve map

 

You should note that is BHP (@flywheel) or some people might freak out. Still very nice (about the same as my JCW) =)


edit: just noticed the sides of the graph do denote it's flywheel.

 

Got a '11 JCW H/T with the only mod being a larger intercooler (Helix). Was dyno'd on a Dynapack w/ 16,000 miles on the car. Only other thing I've done differently is an oil change at about 1000K miles to get all the possible metal shavings/debris out of the engine, and have changed oil @ 3000K intervals using Lubro-Moly products. They're German and have been around forever. I started using the products when I had my 1989 E-30 M3 and am pleased with their products.

Pre-tune: 210HP and 218lb/ft of torque @ the wheels. So, that kind of substantiates MINI's under-stating their official numbers.
Post-tune: 245HP and 279lbft. We had several runs with higher numbers, but we were looking for a linear or smooth output of power throughout the band rather just the highest #'s. Very pleased with the obvious increases in power as the increases are available throughout. The car is still very civil, but becomes a little demon when it's asked to. It seems as though these JCW's feel right at home under more than civil driving. It's hard not to play when she's always asking to!

 

09 JCW with 36,000 miles on a Dynapack;

236.7 whp
236.4 wtq

(please check my gallery for Dyno pic)

Mods;
K&N panel filter
IC Muffler delete pipe
Helix Step Core FMIC
RMW dyno tune

 

Anyone have before and after results with a downpipe decat??????

I'm curious to know if there's any difference on a n14 fJcw

 

I'll have a before and after in about a week.

 

Bump

 

205 WHP
237 WTRQ

Seems a little low, after looking through this thread. 2.5" catted turbo-back, FMIC, drop in air filter, stage 2 battle tune.