Tigger 2.0
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
Level 10 out of Hamburg NJ offers the "Bulletproof Transmission" It's about $5,200.00 with shipping etc to send your transmission to them and have them work their magic. A pre-built option is also available for about $7,200.00. A standard overhaul by the dealer is about $4,500.00 so for an extra $700.00 your getting.
Performance clutch plates throughout.
High output pump. Pressures matched to your needs.
Custom valve body calibration.
Performance torque converter.
Both the valve body and torque converter are calibrated to your requests.
They don't list the Mini on their website so you have to call them to discuss specifics. Here's their website.
www.levelten.com
Performance clutch plates throughout.
High output pump. Pressures matched to your needs.
Custom valve body calibration.
Performance torque converter.
Both the valve body and torque converter are calibrated to your requests.
They don't list the Mini on their website so you have to call them to discuss specifics. Here's their website.
www.levelten.com
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
Update on control systems:
Well ran across another little snafu when installing an engine from an MEVD17.2.7 ECU equipped vehicle in an MEVD17.2.2 car. I noted previously that the vehicle was running warmer than usual but wrote it off to the engine being tight. Nope...that wasn't it. Turns out the two ECU's use different voltages to control the thermostat. Same voltage for full open (ie bypass when AC is on max), but the intermediate voltage is different. So new 2011 thermostat being installed. The part is pretty cheap but swapping it is a PIA. Drain coolant, disassemble, reassemble, refill, bleed system, pull trigger till clip is empty, light it on fire, push off cliff...umm did I day that last part out loud? Oops ;-)
Well ran across another little snafu when installing an engine from an MEVD17.2.7 ECU equipped vehicle in an MEVD17.2.2 car. I noted previously that the vehicle was running warmer than usual but wrote it off to the engine being tight. Nope...that wasn't it. Turns out the two ECU's use different voltages to control the thermostat. Same voltage for full open (ie bypass when AC is on max), but the intermediate voltage is different. So new 2011 thermostat being installed. The part is pretty cheap but swapping it is a PIA. Drain coolant, disassemble, reassemble, refill, bleed system, pull trigger till clip is empty, light it on fire, push off cliff...umm did I day that last part out loud? Oops ;-)
5th Gear
Joined: Jun 2013
Posts: 1,029
Likes: 3
Update on control systems: Well ran across another little snafu when installing an engine from an MEVD17.2.7 ECU equipped vehicle in an MEVD17.2.2 car. I noted previously that the vehicle was running warmer than usual but wrote it off to the engine being tight. Nope...that wasn't it. Turns out the two ECU's use different voltages to control the thermostat. Same voltage for full open (ie bypass when AC is on max), but the intermediate voltage is different. So new 2011 thermostat being installed. The part is pretty cheap but swapping it is a PIA. Drain coolant, disassemble, reassemble, refill, bleed system, pull trigger till clip is empty, light it on fire, push off cliff...umm did I day that last part out loud? Oops ;-)
And how do we know what's in our cars ? Reason I ask is, I seen you said something about temperatures and it's related to voltages be read. Can we change than one entity to make the cars run cooler instead of changing the thermostat? Which I believe is not available ???
But if we have manic tunes or others, does this still apply ?
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
N14 MED17.2
N18 to Mar 2012 MEVD17.2.2
N18 post Mar 2012 and N18 JCW MEVD17.2.7
The MED17.2 & MEVD17.2.2 work with the Continental fuel pump via voltage. The MEVD17.2.7 uses a duty cycle type control method on the Bosch fuel pump.
The thermostat housing has two electrical connections. The forward one is the temp sensor. The aft one is the thermostat which is completely controlled by the ECU. There is no spring loaded mechanical element as with older style engines. When you hear some use the phrase thermostat bypass it means 12 volts has been applied to the thermostat and it is fully opened. The is no actual bypass.
N18 to Mar 2012 MEVD17.2.2
N18 post Mar 2012 and N18 JCW MEVD17.2.7
The MED17.2 & MEVD17.2.2 work with the Continental fuel pump via voltage. The MEVD17.2.7 uses a duty cycle type control method on the Bosch fuel pump.
The thermostat housing has two electrical connections. The forward one is the temp sensor. The aft one is the thermostat which is completely controlled by the ECU. There is no spring loaded mechanical element as with older style engines. When you hear some use the phrase thermostat bypass it means 12 volts has been applied to the thermostat and it is fully opened. The is no actual bypass.
Last edited by Tigger2011; Mar 17, 2015 at 06:21 PM. Reason: Fat fingered typo
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
All these reasons are why I keep coming back to trying to run a stand alone fuel injection. I do think it would be it's own nightmare, though. Our cars are to integrated with all of the electronics. I do know I'd use Fuel Tech if was to go this route. I'd have to a bunch more research before I went that direction. It would open up many doors but I don't think it's a reasonable route to go on a daily driver. I have to keep reeling myself back in and what I want from my car. I have to do the same thing with what I want of my truck too.
http://www.motec.com/m1package-minir...nir56overview/
Your prayers have been answered by Motec...for the N14 at least.
http://www.motec.com/m1package-minir...nir56overview/
http://www.motec.com/m1package-minir...nir56overview/
2nd Gear
Joined: Dec 2011
Posts: 111
Likes: 1
You get what you pay for. There is a reason why big time motorsports use MOTEC. I do wonder why they stepped into the Mini world. I wouldn't think the size of the market would warrent their attention.
I having to decide if I just want to enjoy my Mini and build my LS C10 pick up or do both
I having to decide if I just want to enjoy my Mini and build my LS C10 pick up or do both
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
Yep, stand alone system. Comes with wire harness and preconfigured base maps, user changeable sensors options, so JCW MAP sensor change is a breeze, can bus integration so speedo, tach, ABS, etc. still works and can communicate with TCM on automatic transmissions. Also has the ability to control low pressure secondary manifold fuel injectors (no more carbon build up), GPS integration, a plethora of real time logging options and the ability to switch maps on the fly. I found it interesting to note the the M1 processor is capable of controlling variable intake AND exhaust cams (N18 version down the road perhaps). One of the other awesome benefits from a tuning perspective is you can edit maps cell by cell while the engine is running. So someone sitting right seat can make changes while driving or between dyno pulls without having to shut down. No more dyno pull, yank ECU, wait 45 minutes for data upload, then lather rinse repeat. Another benefit from a tuning perspective is no more translating German Damos files to figure out which map is what.
On a down note the factory alternator will have to be replaced as the M1 can't control it's output. There are definitely those that could benefit, but I don't believe anyone is near maxing out the factory DME for regular use. The Infineon TriCore 1796 and 1797 processors are very capable units which consist of three separate processing cores on one die. Specifically a CPU, I/O and DSP processor. Certain options like switching to a JCW MAP sensor can already be done once you find the hex offset for the sensor profile etc..
To me not having to translate/find things and racing use is where this system really shines. For a full time track car I think the decision of which to choose would basically make itself.
On a down note the factory alternator will have to be replaced as the M1 can't control it's output. There are definitely those that could benefit, but I don't believe anyone is near maxing out the factory DME for regular use. The Infineon TriCore 1796 and 1797 processors are very capable units which consist of three separate processing cores on one die. Specifically a CPU, I/O and DSP processor. Certain options like switching to a JCW MAP sensor can already be done once you find the hex offset for the sensor profile etc..
To me not having to translate/find things and racing use is where this system really shines. For a full time track car I think the decision of which to choose would basically make itself.
Yep, stand alone system. Comes with wire harness and preconfigured base maps, user changeable sensors options, so JCW MAP sensor change is a breeze, can bus integration so speedo, tach, ABS, etc. still works and can communicate with TCM on automatic transmissions. Also has the ability to control low pressure secondary manifold fuel injectors (no more carbon build up), GPS integration, a plethora of real time logging options and the ability to switch maps on the fly. I found it interesting to note the the M1 processor is capable of controlling variable intake AND exhaust cams (N18 version down the road perhaps). One of the other awesome benefits from a tuning perspective is you can edit maps cell by cell while the engine is running. So someone sitting right seat can make changes while driving or between dyno pulls without having to shut down. No more dyno pull, yank ECU, wait 45 minutes for data upload, then lather rinse repeat. Another benefit from a tuning perspective is no more translating German Damos files to figure out which map is what.
On a down note the factory alternator will have to be replaced as the M1 can't control it's output. There are definitely those that could benefit, but I don't believe anyone is near maxing out the factory DME for regular use. The Infineon TriCore 1796 and 1797 processors are very capable units which consist of three separate processing cores on one die. Specifically a CPU, I/O and DSP processor. Certain options like switching to a JCW MAP sensor can already be done once you find the hex offset for the sensor profile etc..
To me not having to translate/find things and racing use is where this system really shines. For a full time track car I think the decision of which to choose would basically make itself.
On a down note the factory alternator will have to be replaced as the M1 can't control it's output. There are definitely those that could benefit, but I don't believe anyone is near maxing out the factory DME for regular use. The Infineon TriCore 1796 and 1797 processors are very capable units which consist of three separate processing cores on one die. Specifically a CPU, I/O and DSP processor. Certain options like switching to a JCW MAP sensor can already be done once you find the hex offset for the sensor profile etc..
To me not having to translate/find things and racing use is where this system really shines. For a full time track car I think the decision of which to choose would basically make itself.
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
Might need them lol. Waiting on a quote cause inquiring minds want to know. 
Joined: Jul 2013
Posts: 1,474
Likes: 248
From: Sunrise, FL
They're on there. The just make it a PIA to find it on their website. I asked for quotes from two dealers here in Florida. No answers yet. Anybody wanna take bets?
http://www.motec.com/dealerssectionus/dealersus/
http://www.motec.com/dealerssectionus/dealersus/
