Dyno Chart

I have been fairly busy with work and travels and apologies for not updating the blog frequently. Below is the dyno curve from my last dyno session after running in the engine. As you can see the torque curve is a little wonky and there is a slight dip in torque and power around 5.5k rpm. This is the rpm that a lot of knocking is encountered, due to the engine characteristics, cam profile and also maybe due to the ITB length. The timing has been backed off a LOT at this area and my knock sensor still occassionaly triggers at this rpm on full throttle at high load or on a very hot day.

I have installed my larger 2.5 in exhaust which I will blog about another day, and this seems to have improved this which I am very happy about. I hope to have the water/methanol injection to come in around 5.5k rpm onwards to help with knocking issues and possibly run more timing.

Apologies for the quality of the dyno chart as this what happens when you have two young kids who get hold of your dyno sheet and decide to have some fun. Manage to stop those two rascals before it got shreded to hundreds of pieces.

2000km +

So it has been about 2000+ km and SP has been fully run-in and TUNED! With this new rebuild, power figures has went up and currently its making 191whp and 20kg of torque. This is quite an impressive power figure I must say, especially running just on Shell VPower and rather basic tuning on the dyno, we didnt even mess about with the cam timing for now. This was done without the water/methanol injection switched on, and I have a couple of things that I want to do before we activate it and redyno. I hope with all this in place and more time on the dyno, SP can churn closer to 200 whp or God willing surpass it. Remember its still very streetable, a lot more streetable then before! Some more pictures courtesy of a friend who visited us not too long ago.

Engine looks really nice from this shot!

Close up of the Jenvey's and Bosch 410cc injector

Jenvey throttle bodies, fuel rail and bits of the CF airbox

Last but not least, the newly fitted seat, from a different angle

After 1100km....

Currently done about 1100km and engine is feeling looser....torque is very good at mid range, esp 3500 rpm onwards. Noise on full throttle is also quite menacing, but still needs a lot of tuning and setting up. Need to calibrate my knock sensor properly and activate the water injection. Water injection mapping will also take a lot of time, sigh, SP will need to have some proper work out session on dyno soon. Planning to get the ECU to activate the water injection based on 3D mapping ( load, tps and rpm input ) and to further fine tune max and min flow rate using the water injection controller fitted in the dash. Also need to fiddle around with the water/methanol ratio and may consider AV Gas for track days to reduce any chances of pre ignition (knock) and also to boost on the power figures. Lets see how it goes. Anyway heres some pictures of SP in its current state.

Water injection and knock sensor monitor

Meter cluster note the LED warning light for knock sensor at top right corner

My new seat Recaro SP-G with carbon kevlar back

Engine bay. Airbox held by cable ties which will be replaced with SS overcentre latches.

The finished article

SP is back home!

Collected SP on Saturday from GT and to date have clocked about 450km, heck even took it to work today. Car feels good, accelerates well, and have the rev limiter set at about 5k rpm. Car behaves and drives very well, even at low rpms, totally different to the previous setup I had. On the dyno car made about 18kg of torque and 141 whp at 5k rpm with 14month old fuel and old plugs. This was obtained when we were doing the initial tuning for running in the car. Water injection also not activated, so its looking good, and I look forward to hit the 1000 km mark before we progress further. Pictures hopefully on the next update.

Its Alive

The car starts and tuned for running in now. Had to change the starter to a high speed version due to the high compression ratio. Intial tuning had been done, it looks promising, sounds good and a lot more fine tuning to be done. Need to find time to do 1000km, or 970km to be exact before full tuning can be done. Watch this space!

Dyno Chart

Posting up and older dyno chart of mine. There was a later tune up after this with my CDI ignition with higher torque, but cant find it. Oh well, I guess this will be the base line for me once the car is run in and fully tuned. Lets wait and see.

Rebuild - Part 6

It has been a while, and quite a lot of progress has been made. Most importantly, we have started the engine, and it sounds good. The idle is steady and not very lumpy, this is due to the ITB's and feels quite strange to me, as I am used to having very lumpy idling cars. I will put up some pictures, of the engine bay in my next post.

I had a couple of setbacks, due to so much custom works especially involving the induction system. Due to the use of an airbox, this has caused some clash with the clutch pump, especially the reservoir. As the airbox was custom made, I did not want to cut and mod it to make it fit, so I had to change the clutch pump. Luckily I was in the UK and a quick visit to Demon Tweeks provided me with this master cylinder from AP racing (part no: CP2623-92PRT115) and remote reservoir (A/PCP4709-13). The bore diameter for the stock pump is 5/8 in or 0.625mm which I have also ordered. I actually asked for this bore diameter, but I forgot to check the merchandise which was actually a 0.75mm diameter. Only realized this after I was back in Malaysia, so I had to resend this and order another unit. This time though I went for the CP4623 which has the mounting holes by 60 deg which will suit the original mounting position of the stock pump. Still awaiting for this from Demon Tweeks.

The cool thing about this setup is that I can mount the reservoir anywhere and the actual master cylinder itself is much shorter, which will enable me to use my airbox without any further issues (fingers crossed). The hose from the reservoir to the master cylinder will be from Earls fitted with -4 hose ends. Some pics below:

AP master cylinder and reservoir

Reservoir with the cap and fitting for the -4 hose end

Close up of the AP master cylinder. Note the mounting hole for this unit is different to the one I have now ordered.

The other issue with the induction was the injectors. The Jenvey Dynamics fuel rail used a larger diameter O ring (14mm) instead of the standard 12mm version, and although Jenvey send me larger O rings to suit this, our concern was fuel leak especially at high rpm and during hard driving situations. So a new set of injectors were trustfully ordered from Jenvey to suit the application. A set of Bosch 410cc, high impedence and top feed injectors were recommended and this was fitted to SP. I was also told that this are the newer generation of Bosch injectors, which is all plastic and has 4 holes which atomises the fuel much better then the previous design. Anyway here are some pictures of the injectors and the color is not my choice at all. Wish they had a choice for colors!!

The packaging for the injectors

Funky green on its side

Not clear enough to see the tiny 4 holes

Injectors now installed

Parts for Sale - Classic Mini

Some may or may not know that I also have another car which is done up. Its no other then my first love, 1978 Mini Clubman. I have had the Mini now for about 15 years, and it has gone through at least 6 engine transplant and 4 gearbox change, all in the quest for more power! However, I have had about enough with the A series engine for the Mini and I am looking at other modern engines which will be a lot more reliable and powerful to satisfy my need. Thus I am putting up my entire engine, drivetrain, cooling, intake/induction system up for sale. Currently the engine is in pieces as I was preparing for another rebuild. The engine is A+ block with 9 stud cylinder head. Its been overbored from the standard 1275cc to 1399cc, and with all the parts listed below should make about 110-115hp at the crank. The car previously dynoed at GT Auto rollers with literally one cylinder not working properly (due to the cam) at 56whp. I have since bought a brand new billet cam, matching valve spring, oil pump and lifters from Swiftune UK to replace it but still have not installed it. Everything advertised has been bought new from the UK except for the block and cylinder head. Some parts are of course older and some newer.

I have most of the receipts and all in it would cost more then 25k, but I am looking at 12k for the whole lot. If you are interested then do drop me a line or call me at 0123350607.


1
45DCOE Weber with Earls Al banjo fitting and SS braided hoses & jetting to suit current setup
2
Weber Twin Cable Competition Linkage Mechanism
Bought New
3
PiperCross Twin Ram Pipe Filter
Bought New
4
PiperCross Full Radiused Ram Pipe
Bought New
5
Maniflow 6in Steel Inlet Manifold
6
Swiftune Valve Spring to suit SW10 Cam
Bought New
7
36mm Rimflo Inlet valve
8
Fully Ported, Polished and Gas Flowed Head
9
1275 A+ Block, 74mm Offset Bored, Honed with new water jackets - currently 1399cc
Pistons and rings only done about 2000km since last rebuild
10
Turbo Head Gasket AF460 Payen
Currently no head gasket as I mentioned the engine has been disassembled
11
74 mm ART-Mazda 808-model dome-top pistons
Bought new, now done 2000km, balanced
12
RIK piston rings
Bought new, now done 2000km
13
Modified factory con-rods (A+)
Lightened and Balanced
14
Factory crankshaft (CAM6232)
Lightened and Balanced
15
ACL camshaft bearings
New
16
Centre Main Strap
2 bolt type
17
Swiftune SW10 Billet Cam
Bought New, have not been fitted
18
Vandervall Con rod and Crank shaft Bearings
Conrod and Crank bearings are brandnew items
19
Kent Vernier Pulley - Adjustable, double chain
Bought new, have not been fitted
20
Swiftune Oil Pump
Bought new, have not been fitted
21
Avonbar Balanced Ultralight Steel Flywheel with lightened and balanced Backplate
Bought new, balanced
22
AP Rally Clutch Plate
Bought new, balanced
23
AP Orange Rally Diaphragm
Bought new, balanced
24
Factory Gearbox with Mini Spares Central Oil Pickup Pipe and 3.7 final drive
Original is 3.1
25
Engine Assembly Fully Lightened and Balanced
26
Magnetic Oil Trap
Bought new
27
Aldon Yellow Race Distributor
Bought new
28
MOCAL 9 row oil cooler
29
Minishop Alloy Rocker Cover with Quick Release T bolts
Bought new
30
3 into 1 large bore race manifold with SARD thermal wrap
Thermal wrap needs replacing
31
Alloy Dip Stick
32
Lucas ignition cables
Bought new
33
Lucas Sport ignition coil
34
Filter King Adjustable Fuel Regulator and Filter
Bought new
35
Mini Spares Straight Cut Drop Gear Set with Timkin Idler Roller Bearing
Bought new, have not been fitted
36
Competition Diff Pin
Bought new, have not been fitted
37
Aldon Ignitor
Bought new, have not been fitted
38
A+ Two Step Competition Layshaft in EN36
Bought new, have not been fitted
39
Mini Spares 4 pin Diff
Bought new, have not been fitted

If the sale goes through then I will update my plans for the mini!! :)

Rebuild - Part 5

Its been a while since my last post, but here at some pictures of the engine. Hopefully it will be dropped into the engine bay in a week or two. Its getting closer to the finish line.

The cam cover looks very bright

New PE Kevlar timing belt. Nice color contrast

The JD ITB looking good. Making template for my airbox

Well will update more when I have more info.

Items For Sale

I have a few items for sale. All items are in excellent condition and have done very low mileage!

1. Matspeed 3R 292 (inlet) and 288 (exhaust) spec camshafts - RM1,600.00

2. Matspeed J5 ECU to suit above cam and high compression ratio engine, rev limit at 9000 rpm - RM750.00

3. NGK Hyper Silicone Power cables - RM 220.00

4. Exedy Clutch Cover and Organic Plate, still a lot of material on the plate left - RM 450.00

5. 4G93T inlet manifold fully ported - RM 350.00

6. 60mm throttle body fully ported - RM 350.00

7. Power Enterprise Super Strong Timing Belt, done about 20k km only - RM 300.00

8. Stock 4G93P inlet manifold, like new - RM 150.00

9. Brand new 4G9x SOHC oil pump (front case assembly) - RM 500.00

10. One unit MAF sensor with standard rubber hose and Hot Bits adaptor plate for K&N cone air filter. MAF Sensor Code 455 - RM200.00

11. Two brand new Nokia E71, ori set just out of the box, full warranty - RM1100.00 each

Send me a message if any of the above is of interest, meanwhile I will try to take some pictures and upload it here.