My Mini Cooper With Side Mounted Turbo
Turbo Mini Forums

Im sure others will say buy I wuldent puy more than 5 psi on to standad pistons

13.95 1/4 mile on a 2.95 fd. Carnt be that hard to beat!

even though ive had my head chambers reworked to 9.1 you think i cant run more than 5psi on the std pistons?

from what ive read before i wouldn't. if you do it will need to be running perfectly.

someone else should be along shortly to add some more input.

13.95 1/4 mile on a 2.95 fd. Carnt be that hard to beat!

Hi dude

I won't just bang it up to 10 psi. I am going to get the map sorted on mega jolt and a nice intercooler set up then up the boost.

But yeah I have been reading lots on here about the standard pistons and what boost people have said they will run. But yeah I need to get it running spot on 1st

I love that rocker cover. Interesting build this one, good work :)

Cheers Alex I done it myself if you look in my early pics of the build your see it in manky blue

I stripped it then sanded it down used Matt black out of a can and then sanded the fins

I am pleased with the way it come out

Edited by battleroc on 2nd Oct, 2012.

Been working on my manifold & down pipe today and finished them all and fitted them and cleaned up all the welds







also welded the wideband boss in place







put the turbo in place and fixed down pipe

loving my new billet engine steady :)



all the manifold plumbed in with inlet and carb fitted up

how i left it today with servo in place to gauge fit all seems cool just need to bleed clutch/brakes and make up heat shield for turbo

good effort!

right snakey setup

13.95 1/4 mile on a 2.95 fd. Carnt be that hard to beat!

I prefer longer bends than sharp ones dude

i agree mate looks good

13.95 1/4 mile on a 2.95 fd. Carnt be that hard to beat!

I like that, looks well put together.

Im not sure id be happy with the servo and brake pipes that close to a stinking hot turbo.

Just a thaught

Hi cossierick

Yeah had that of a few people I am making a shield up and also read a few posts in here with people wrapping the pipes

Edited by battleroc on 14th Oct, 2012.

Oh dear...... the words "three legged donkey come to mind"

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Hi paul

I have read your posts so I know you know your stuff

Can you tell me what are your concerns to say its a donkey?

Firstly I'm assuming that you are looking for good engine performance based on your comment about sweeping bends.

The losses in the pipes of a turbo manifold are far less important than dealing with the large pressure pulses that exist. To get good cylinder filling you need a negative pressure pulse at the back of the exhaust valve during overlap. If you get a large positive pulse then you could end up filling the cylinder with burnt exhaust gas instead of clean air-fuel mix.

This is how LCBs work on a NA engine and are equally applicable to achieve an optimum turbo manifold. Don't just take my word for it, have a look at how others (non A-Series) are getting good results.

If you have an engine running, for example, 1 bar boost (15 psi), the average pressure in the inlet manifold will be one bar, but will vary between 0.5 and 1.5 bar at the inlet valve. Likewise, the exhuast will probably average 2 bar but vary between 1.0 and 4.0 bar at the exhaust valve.

To get good cylinder scavenging and high VE, it is best to time the pulses so that you have a higher pressure at the inlet valve than the exhaust valve during overlap. For that you need specific runner lengths akin to an LCB.

Your unequal runner lengths will, in all probability kill the VE of the engine at some point of the operating range.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

X2

First of all good effort ( fabrication wise) you managed to get it all to fit.


If you keep the primairies very short (Mirage et al.) you make the most out of the pulse energy and minimise heat loss ( thus energy loss). If you go for a tune lenghts approach you are faced with folding a specific lenght into a very tight space.

choose your evil .

your setup has a long branch on cylinder 1+4 and a short branch for the center 2+3

you have to keep in mind that shockwaves do not have a problem with going around corners all that much. So as long as you make the junctions properly.

maybe look at this
http://www.rbracing-rsr.com/bonneville2.htm

for inspiration.

oh. I'd worry a bit about cooking the clutch slave and hose a bit too.

cheers

That sir, is not rust, it is the progressive mass reduction system

http://aseriesmodifications.wordpress.com/

Thanks for your advice

yer equal length sounds logical, should be advantagous but to what extent 1% gain 10%, 50%.
with out testing back to back on the same engine how will you know.

Found some tech one suggests using small diameter pipes for the runners to keep the gas speed and pressure up.
Another says long runners are good for high rpm power and apparently you can run higher compression ratio.

http://www.enginebasics.com/Advanced%20Eng...d%20design.html

http://www.enginebasics.com/Advanced%20Eng...%20Headers.html

http://www.tercelreference.com/tercel_info...ust_theory.html

Would love to make a few differnet manifolds you some long some short some big bore some small some with loads of bend, equal length some log type and try them on the rolling road and see what differnce it makes.

The gains will very much depend on the rest of the engine.

Everything needs to be working together to achieve peak Torque/VE at the same rpm. So head, cam, turbo, inlet and turbo manifold are all important and need to work together. No point in a lumpy cam and a standard head or a huge turbo and standard manifolds.

Trying different manifolds on one engine will only tell you what is best for that particular engine.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Just seen that you are running a Gt1544.

Doesn't matter what you do with the manifold as that turbo will strangle the engine.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

looks well built mate, have you by any chance seen an spi piston out the engine? the oil control slots are huge, i would be cautious with the boost ( is that the right way to say it? )
edit: im asuming there all the same casting tbh..
these pistons 21963

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Edited by Brett on 16th Oct, 2012.

Yes i moved to the darkside

Instagram @jdm_brett

It's a GT1549 has a A/R .42 on the cold side and A/R .34 on the hot side

The GT1549 has the same turbine as the GT1544.

Dangerous to rely on A/R numbers for the GT15 range.

Compare the turbine performance data on the Garrett web site for the GT1544 and the GT1548. The GT1548 is the same turbine as the R5GT turbo T2 which is marginally big enough for a 1275. The GT1544 is about 20% smaller.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Hi Paul

The reference I took for choosing this turbo was the fact Turbo Tel used a GT1548 on his 1293 and had good results

The GT1548 is a totally different animal. It's the R5GT T2 turbine and a slightly bigger compressor.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."