I think we're all waiting for you to attempt this experiment and report how it goes. Did you buy the JCW engine? One I saw for sale was about $7k and I can't remember if it was N14 or N18.

cheers
MacMini34

 

That would be an expensive "experiment"

Would like to know from one of the real motor heads on here if the short-block assembly from a 2013 N18 JCW can be used with a 2011 N18 "S" head assembly.


Any help is much appreciated.

Thx and happy motoring.



.

 

One thing that no one mentioned is why the JCW has a lower static compression ratio. The S runs at 13psi max boost. The JCW runs at 19psi max boost. Both of these numbers are without the overboost of 2 to 3psi factored in. Running at a higher boost raises the effective compression ratio, so they backed off slightly on the static compression ratio. Presumably that was enough to keep the JCW engine within the capabilities of 91 octane fuel...

 

I sorta have a reply to the original question posed in this thread - as i own both a 2011 Clubman S (1st Mini) and and 2013 Clubman S, both run just fine but i was unmilling to attempt the JCW swap into the 2011 being proposed in this thread. Instead of making the swap, i opted for a 2013 vehicle instead of trying to worry with all the hassle of recoding, etc. (My main goal here is to ditch the continental HPFP and begin the build with a Bosch and pick up a few desired car options as well.) Rather save the recoding for the stuff one cannot avoid, kind of like with Tigger2. With all of the communication done by the DME to the CASS, etc, I just don't have that much time and patience to straighten it all out. I failed to mention 6 years ago i picked up a 2013 JCW N18 from a Paceman through a junkyard in Toronto and it only had 3,500 miles on it, paid $2K. The block and head are both good (vehicle caught fire) but the external parts were ruined, as well as the fuel pump, but that was going to be new anyway. I live in Nevada and with the experience of OldBrokenWind, and the threads from Tigger i've decided that a smooth running, but more powerful N18 is where i belong; with that said, 2013 MCS are available, i'd bet a purchase of slightly newer vehicle would be worth it, then swap in the JCW motor.

Please excuse any format or procedural errors as i am a real newby. I have NEVER posted anything to a public board ever, and I never have had a Facebook, Twitter or any other social media profile. I used to program in my earlier years, so i am very familiar with FORTRAN, Pascal, C, Basic, VB so yes i know what computers can do. I am just getting ready to start on my project motor and with all the knowledge lurking in this particular board, i thought it might be time to begin with a post or two.

 

I know it is probably not customary to reply to oneself, but think of this as a response to flatlander_48's specific question regarding the difference in compression ratio between naturally aspirated engines and boosted (super/turbo charged) engines and why that is. I'm sure this has been answered previously, but the short answer is due to detonation, but the best and and most in-depth response I have seen may be found at the following link:

Increasing CR vs boost pressure | Mustang and Ford Performance Forums (modularfords.com)

Just divorce yourself from the notion that you are reading about FORDs since the same principals apply.

 

Awesome thread so many goodies from so many kind and technical people.

Part number for the Bosch HPFP anyone got it?