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EFI
https://ausmini.com/forums/viewtopic.php?f=5&t=19946		 Page 1 of 2
Author:  Hanra [ Wed Jun 07, 2006 7:46 pm ]
Post subject:  EFI
Has any 1 seen or fitted EFI to there Mini's? As in aftermarket computer, custom manifold, crank angle sensor, 02 Sensor????
Author:  Mick [ Wed Jun 07, 2006 8:08 pm ]
Post subject: 
Do you mean other than most of the 1990's made minis after 1992 ish?
Author:  DOZ [ Wed Jun 07, 2006 8:30 pm ]
Post subject: 
I have efi fitted, aftermarket computer. I would not recommend it unless you know a tuner who has done it before. Do you want it for power or economy?

DOZ
Author:  Mini Mad [ Wed Jun 07, 2006 8:38 pm ]
Post subject: 
You can't get huge power out of an EFI system (Stock SPi/MPi Injection) ..unless you go 8-port head..
Author:  feralsprint [ Wed Jun 07, 2006 8:51 pm ]
Post subject: 
:lol: crossflow 8 port twin overhead cams 16 valves efi, sounds like a job for our mad mini friend from brisvegas :D

Jon
Author:  DOZ [ Wed Jun 07, 2006 9:03 pm ]
Post subject: 
Mini Mad wrote:
You can't get huge power out of an EFI system (Stock SPi/MPi Injection) ..unless you go 8-port head..


or turbocharge!!

DOZ
Author:  Hanra [ Wed Jun 07, 2006 9:06 pm ]
Post subject: 
Yeah i mean, pull my twins off, put on a custom manifold, run a return fuel line, fit high pressure fuel pump/regulator, all the relevant sensors. Chasing power and higher state of tune.

Wats wrong with a custom manifold with two injectors plumbed in? Surely have to be able to tune that with more precision then 2 1 1/4in SU's?
Author:  Mini Mad [ Wed Jun 07, 2006 9:10 pm ]
Post subject: 
It's the firing action of the injectors with only 2 inlet ports that's the problem, i think i read somewhere that no one has gotten over 90HP out of the factory EFI system due to this..


DOZ are you running an injected turbo setup?..i don't think i've seen one..
Author:  Harley [ Wed Jun 07, 2006 9:12 pm ]
Post subject: 
I suppose you could tune it yourself if you fork out the big bucks for a cutom computer and programmer, but otherwise they are designed to look after thenmselves. :D
Author:  Hanra [ Wed Jun 07, 2006 9:17 pm ]
Post subject: 
Must be an issue with the duty cycle of the injectors maxing out, cause u have 2 injectors looking after 4 cylinders.
Maybe 4 injectors could be fitted 2 for each port. Then the duty cycle of the injector wouldnt max out. Would be like a normal 4 cylinder with 4 inlet ports?
Author:  DOZ [ Wed Jun 07, 2006 9:57 pm ]
Post subject: 
Mini Mad wrote:
DOZ are you running an injected turbo setup?..i don't think i've seen one..


Yes, and have been for 8 years. Most people in Sydney would have seen my car at mini shows years ago, I only take it on the track now...

I have 4 injectors.

The problem is the firing order and the timing of the fuel (spray) delivery, if that make sense. If you used batch injector fire, like an old Haltech, the overlap of the inlets (as 3 inlet closes, 4 inlet opens)means more fuel is sprayed into the inner cylinders. This can be corrected with the right computer but is a headache to get right.

You could point the injectors at right angles to the port I guess but you could get stand off at high rpm if you did that.

As far as HP goes, you won't be gaining anything over a weber on a N/A 5-porter and you can get good economy from a weber if you want (won't that cause some arguments, here we go.... :lol:)

I wouldn't recommend aftermarket EFI on a 5-porter for cost alone. You could buy a brand new weber, get GR to do a head/cam and then dyno it for less than the cost of fuel pump/injectors/sensors/regulator/computer/wiring/geek to program it/etc.

I think the OEM did it for less warranty returns/emissions and less cost more than HP or anything else.

DOZ
Author:  KLAS [ Wed Jun 07, 2006 10:14 pm ]
Post subject:  soon
i'm going to EFI my '89 998ccm engine (12G295 head with 33/29 valves, MD266 cam) with a home made twin throttle body set up and will be unsing MegaSquirt as ECU with EDIS for igniton

but honestly, it's not easy, there are a lot of small things to consider
Author:  Hanra [ Wed Jun 07, 2006 10:42 pm ]
Post subject: 
Graham Russell did all the work on my head and cam. Prefer the SU's over the weber purely because they look more period correct.
Author:  DOZ [ Fri Jun 09, 2006 11:19 am ]
Post subject: 
Hanra wrote:
Graham Russell did all the work on my head and cam. Prefer the SU's over the weber purely because they look more period correct.


I should have read your linked article, looks very nice. I prefer the look of twin jugs (SU's) on a mini too. There's nothing to stop you adding some injectors underneath gutted carby's for the stealth EFI effect I spose if you really wanted to :) .

Sometimes I wish I had left my car alone as now it's a b#@!h to drive. Still it's funny seeing the looks on peoples faces :o
Author:  Mokesta [ Fri Jun 09, 2006 2:34 pm ]
Post subject: 
I've got about 1/2 way.

Made a manifold with 4 injectors, made the fuel rail, got the HP pump etc plus sensors. Got a Rover EFI diz for modification to crank angle sensor. See my set-up:

Image

I've made the intake runners as long as possible for max torque but still large for high HP.

As stated above, the 2 ports per cylinder and firing order means that with standard group fire EFI, two cylinders will run rich and two lean. To overcome this you need to use a lower flow injector with very high duty cycle (electric carby like Rover SPI) which gives an even air/fuel mix throughout the intake, like a carby does.

The other solution is to use sequential injection and time the injector pulses just right so that each cylinder gets the correct mix. The Rover MPI is sequential. Make a change to the engine and you need to re-calibrate the injector phasing. The Rover MPI system also aprays the fuel onto a large surface area (combed) part of the manifold. This has the effect of evening out the air/fuel mixture during the intake stroke as opposed to the sudden changes that occur as injectors are open for only a fraction of the stroke.

To do a multi-point system for a 5-port mini you must have a computer that can do sequential (eg Haltech and Motec). You must have a crank angle sensor system that can pick No 1 TDC at Firing stroke against exhaust stroke. This means you need a sensor on the cam or dizzy, not just crank. Hence the Rover MPI cam sensor in the back of the engine and my design of sensor inside the locked Rover dizzy.

Then you'll need to put two oxygen sensors on the engine to tune it so that you can get the A/F ratio right for inner pair and outer pair. A single sensor will just give you the average. Could use 2 exhaust temp probes instead to balance and a single o2 sensor.

Then you need a tuner who understands what the engine needs and can use the injector opening delay parameter and sequential functions of the computer to set it up right on the dyno.

So, the physical stuff like I've done is easy. The computer stuff is easy to install but expensive to buy and tune. My project is stalled waiting until I can afford it.

M
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