Timing cams on the BMW K1100 conversion options
Turbo Mini Forums

All timed in at 102 and 106 at full lift and will adjust on the dyno and swing the cams to see what we get?

Will keep your up to speed as to what was the best results are.

Many thanks for all your quick responses and useful advice. What would we do without the net and decent forums like this one

All the best

Good afternoon all

Results from rolling road session at Northants Motor Sport.

Initial results 146 HP (corrected Flywheel) at 7450 rpm 95 ft./lbs ish all the way from 3000 rpm to 5500 rpm with 108 Ft/lbs peek at 6500 rpm (it still wanting to make power at 7800 rpm!) but I was using cheap Halfords 15/40 mineral oil to run it in so I didn't push it any further on the day).

Final 100 degree full on inlet and 106 full lift on exhaust. Using ported head and RS cam spec

There are no real holes in the torque curve ie 3500 rpm ish to 4500 rpm where I have seen others have some issues with the RS In and Ex cam combination. This engine is using very short inlet track lengths and bottom end torque is also very good @ 2000 rpm 65 Ft/lbs and 3000 90 Ft/Lbs

If I can figure out how to put the dyno sheet up I will.

All the best

Sounds good. Going to book mine in there I think!

very interestingand impressive minited ,thank you ,what are you inlet length and exhaust primaries lengths ?

regards
robert

Medusa + injection = too much torque for the dyno ..https://youtu.be/qg5o0_tJxYM

nice figures. expected output for standard rs spec is 130bhp i think so on to a winner there!

Did the power change much when you played about with the lift? Also, do you know what 100 and 106 relates to in terms of mm, using the TDC and dial gauge method?

Interesting, I'd assume the short inlet runners would cost torque, should have taken a longer set for comparison!

im keen to see that power run map

Good afternoon all

Please see rolling road results in attachment

The inlet tract lengths are approx 230 mm from trumpet face to valve center line.

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thanks ted , how about the exhaust headers dimensions ?

Medusa + injection = too much torque for the dyno ..https://youtu.be/qg5o0_tJxYM

Hi Robert

The exhaust is SC own standard bore manifold (not the large bore race) As my car a standard mark 1 cooper we didn't want to mod the bulkhead to get the bigger primary pipes as I suspect I would need to do with the current SC race version.

To get the standard ones in is a bugger of a job in the first instance. As there is very limited clearance between the bulkhead and No 2 and No 3 pipes. I have modified my manifolds and added some mods to make them fit without compromising what little I have in terms of clearance with inlet trumpets against the standard bonnet slam panel.

This is to say that I only have 30 mm of clearance between the trumpet face and the slam panel. This just allows enough room for an air filter (I had ITG make me a bespoke one piece, reinforced filter, sock that cover all 4 trumpets.).


nky 84

Yes cam timing was swung on the day and the slight dip in the torques figs you are seeing between 4000 rpm and 5200 rpm was a lot worst in the fist two initial power runs. We were down at approx 85 Ft/Lbs. By advancing the inlet timing by 4 degree (we were at 104 degree full lift) and adding the missing fueling that we should have been seeing this improved it on the day to where it is now.

The exhaust was not moved and remains at 106 degree @ full lift.

One thing I will say about this build that its not a bolt on conversion by any means. It needs to be correctly engineered in terms of build and time spent setting it up.

Hi Ted, where are you based? Im just outside of Northants and Im just starting this build. Would be good to know that theres someone local to chat to if needed.

Thanks Ted.

For comparison, here is one of mine getting setup when it was NA:



and turbo for comparison (albeit incomplete as it was spinning wheels on rollers and never got a full run to max revs and higher boost):

Afternoon Wayne

I from Northampton but based in MK now.

If you contact MK mini owner club you can get me from their if you need a chat.

ted , thanks for the data , when they dynoed it , did they run it with the bonnet shut to see if there was a restriction from the close bellmouths ?

Medusa + injection = too much torque for the dyno ..https://youtu.be/qg5o0_tJxYM

Hi Robert

It was run with the bonnet open no filter sock. There was some concern with filter sock on the day (due to clearance issues) when were were setting up the car.

The filter now on and will have another session on the roller with the bonnet closed to iron out the tick over and then put some road miles on it.

Plan B (another engine block) to run a supercharger via a qill shaft so as to keep the heat away from the charger.

Looking at niy-84 results and his vid he has kindly posted: boosting these engines seem to be rewarding past time. I would prefer a turbo charged version but I don't want to mod the bulkhead to get it fit within the bounds of an already tight and very hot engine bay.

All the best to you all

Plenty of ways to avoid bulkhead mods. Like mounting it up high. A gt2056 does actually fit between the std bulkead and block. If a manifold can be crafted in the remaining space is another issue that i can see costing me a lot of time

Edited by minimole23 on 28th Aug, 2014.

or do a remote turbo in the boot .

Medusa + injection = too much torque for the dyno ..https://youtu.be/qg5o0_tJxYM

clutch cover?