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How do I get power out of a 998 Rover Mini ?
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Author:  Speed [ Sun Jan 14, 2007 10:19 am ]
Post subject:  How do I get power out of a 998 Rover Mini ?
Do I stroke the 998 to 1100, Have the head shaved, ported and made to take larger inlet and exhaust valves (33mm/27mm). Use a mild cam, 40 thou pistons and rings and top it off with a set of LCB extractors with 2inch exhaust?

If i did this, how much power could I expect and what else could I do to maximise power(keeping in mind that it is to be a daily driven road car)?

Cheers,
S
Author:  speedy [ Sun Jan 14, 2007 4:48 pm ]
Post subject: 
There is a heap of stuff on this topic, just do a search. 8)

http://www.ausmini.com/forums/viewtopic.php?t=18602

http://www.ausmini.com/forums/viewtopic.php?t=14613

http://www.ausmini.com/forums/viewtopic.php?t=11285
Author:  Harley [ Sun Jan 14, 2007 5:58 pm ]
Post subject: 
Just checking the obvious here, is your mini an automatic?
If so you want mods that give you more torque, not top power.
:D
Author:  9YaTaH [ Sun Jan 14, 2007 6:30 pm ]
Post subject:  Re: How do I get power out of a 998 Rover Mini ?
Speed wrote:
Do I stroke the 998 to 1100, Have the head shaved, ported and made to take larger inlet and exhaust valves (33mm/27mm). Use a mild cam, 40 thou pistons and rings and top it off with a set of LCB extractors with 2inch exhaust?

If i did this, how much power could I expect and what else could I do to maximise power(keeping in mind that it is to be a daily driven road car)?

Cheers,
S


If you did that amount of mods it would have good power and be a great car to drive....don't worry about numbers :D
Author:  supercharged 850 [ Sun Jan 14, 2007 8:23 pm ]
Post subject: 
I would probably go for a 1.75" internal diameter exhaust system, rather than a 2".


And yeah, if its auto, you'll alwyas be a bit behind the 8 ball. Its a power-hungry transmission.
Author:  Speed [ Sun Jan 14, 2007 8:27 pm ]
Post subject: 
Quote:
If you did that amount of mods it would have good power and be a great car to drive....don't worry about numbers



Your probably right.. I guess I'm just used to working with larger capacity engines but those cars never weighed under 700kg

I was asking for power at the flywheel, so that I could compare the cost and amount of work required to get it to go like an early Cooper S.

After reading about the SC12 and AFM500 superchargers, I'm now quite keen to make my own kit, once the engine is rebuilt. My only changes to the first plan being camshaft selection and compression ratio. Personally I don't like the idea of having the carbie in front of the SC as I've seen on Mini's with SC12's. I prefer the AFM500 above the alternator idea. Each to their own and all but I have my reasons.

Anyone got a SC mini and want to share some pics ?
Author:  Spaceboy [ Mon Jan 15, 2007 9:19 pm ]
Post subject: 
pick a s/c that is readily available, sc12's are too hard to get
Author:  slinkey inc [ Mon Jan 15, 2007 10:11 pm ]
Post subject: 
SC12 is hard but not too hard. Took my a week and a half to locate one, and about 2 weeks to get the lazy bloke to send it.... :evil: Anyways the SC12 isn't that rare, many 4GZE ownbers are getting rid of them to go turbo. BUT the SC14 is much more common. Like very common. SC12 is 1200cc per revolution (close to it anyways) and the SC14 is..you guessed it. 1400cc per revolution.

Availaibility aside the pro and cons of either of them are as follows. Both SC12 and 14 are a Toyota item and are generally in good nick when taken off a car. The 12 comes standard with a grooved belt pulley which can be engineered to work with an A-series quite easily. The 14 come with a toothed belt (or so I've seen) although I imagine the toothed pulley could be swapped for the grooved one. The 12 is a bit shorter, good for tight engine bays. The 12 has it's own oil supply where as the 14 (or once again, so I've seen) connects to the engine and doesn't ahve a dip stick. If you can find and buy (at a decent price, say between 200-300) an SC12, go for it! But an SC14 will work fine and most Jap import places stock them. The 500 and 300 (which I imagine means 500cc per revo and 300cc poer revo) to me is too small.

Just to finsh, the SC12 (which has SC 12 clearly embossed on it and has a dip stick) is found on the 4GZE (and the 4AGZE I think too, but don't quote me on that) and the SC14 can be found on the 1G motor. Both are Toyota superchargers. Plentiful on many import models and some MR2 models
Author:  Mini Mitch [ Mon Jan 15, 2007 10:16 pm ]
Post subject: 
yeah there is a kit out there for the sc12, do a search, it looks pretty good.
Author:  supercharged 850 [ Tue Jan 16, 2007 12:05 am ]
Post subject: 
Just to clear things up.....


AMR500 superchargers are fine for 850's and 998's. but the SC12 works better / produces more power.

SC14 has Poly-vee belt drive same as SC12. Gilmer drive units are usually custom made, or part of kits used to fit the supercharger to a commodore. Not really enought room to have a strong gilmer drive system on a mini.

SC14 is a much much tighter fit in a mini engine bay, and does not fit the kit that has been made for the SC12 (completely different dimensions and mounting points). SC14 will usually require more reshaping of the bonnet to fit it above the extractors, unless you mount it in a clubby with the alternator relocated lower down and the sc14 above it. Still a tight fit though.

SC12 is only on the 4AGZE from factory. SC14 can be found on the 1GGZE 2Litre 6cyl or 2TZFE 2.4L 4cyl.

Both the SC12 and SC14 have their own oil and dipstick, and neither of the chargers use engine grade oil. Genuine replacement oil for the superchargers is around $50 for less than half a litre.

Superchargers can get very damaged if not treated properly. It is very possible to buy one and just end up throwing it out due to ruined internals.



Oh..... and the SC14s are getting taken pretty quickly now too. Getting just as rare.
Author:  Speed [ Tue Jan 16, 2007 9:21 am ]
Post subject: 
Supercharged 850,

Seems I joined this forum too late and have not seen your kit before it was deleted.

Would love to see your page 7 from your webpage. (also deleted)

I'm surprised that nobody has made any comment re the head work.
Uno velocity versus volume. Guess it's been raised a million times already.


Thanks everyone!
Author:  Spaceboy [ Tue Jan 16, 2007 1:15 pm ]
Post subject: 
its not supercharged 850's kit,

pm 92 for details
Author:  TheMiniMan [ Tue Jan 16, 2007 4:43 pm ]
Post subject: 
i would bore it out about 100tho-ish ,stuff a fuel injected BMW twin cam, motorbike cyl head onto it, add turbo charger & press the right pedal to the floor

:-)

Now "THAT~S" how you get power out of a 998

:-)
Author:  supercharged 850 [ Tue Jan 16, 2007 11:28 pm ]
Post subject: 
TheMiniMan wrote:
i would bore it out about 100tho-ish ,stuff a fuel injected BMW twin cam, motorbike cyl head onto it, add turbo charger & press the right pedal to the floor

:-)

Now "THAT~S" how you get power out of a 998

:-)


...and when I give you my block, you will do it all for a carton of beer.... isnt that right :wink:
Author:  slinkey inc [ Wed Jan 17, 2007 12:14 pm ]
Post subject: 
TheMiniMan wrote:
i would bore it out about 100tho-ish ,stuff a fuel injected BMW twin cam, motorbike cyl head onto it, add turbo charger & press the right pedal to the floor

:-)

Now "THAT~S" how you get power out of a 998

:-)


But isn't that basically how you get the power out of a 1275...just more so? Except the 100-thou overbore, on a 1275 would that even work? Or would that make the car a one cylinder as all four would be joined together? :shock:

<edit> with off-set boring it would make the car a 3 cylinder with 2 and 3 being close together.
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