i've just had the idea *insane as it may be* to go with an sc12 on the 5efe in a clubman, something different instead of turbo..

my question is for the people with 4e's in the front, is there enough room to mount the sc12? if it helps this will be going into a clubman which, for what it's worth, has a little more front end room.

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

Anything is possible, but if you're going to supercharge it get something better than an SC12 - they are quite old and there are now some modern superchargers out there which are far better options.

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Starlet Conversion:
http://www.ausmini.com/forums/viewtopic.php?t=15484

What are the specs of the 5efe out of curiosity

On the SC topic I have to agree with minimad about newer, better designed, more efficient SC's. Yes it will cost more but the benefits will be really good.
I reckon one could be stuffed in their somewhere so go for it.
Just do your research first (like your doing), what boost do you want to run, look at a variety od SC's and find out what their specs are so you can calculate what size pully you'll need and weather you'll need a intercooler.
SC12's pump 1200cc's of air per rev but can only produce 12psi (I think) and they get hot, too hot to touch so an intercooler on a SC12 would be a great idea. Where as other newer screw style SC's can run higher RPM, produce more boost pressure and remain cooler so an intercooler is not needed saving space .

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Respect mine and I'll respect yours.

the 5e is basically a 1.5L version of the 4e's,

from wiki, i know there's more, i just can't be assed looking atm.. lol

The 5E is a 1.5 L (1497 cc) DOHC version. Output ranged from 93 hp (69 kW) at 5400 rpm to 110 hp (82 kW) at 6400 rpm with 91 ft·lbf (123 N·m) of torque at 3200 rpm to 100 ft·lbf (140 N·m) of torque at 4000 rpm. It was introduced in 1990 and discontinued in 1998. All 5E engines were fuel-injected. In 1995 Toyota changed the ignition system to a distributorless, coil-over-plug setup (DIS), and began using flat topped pistons, a much thinner 0.26mm head gasket and dual electrode spark plugs.[citation needed] In 1996 the connecting rods changed to the same thinner ones used in the second generation 4E-FTE.[citation needed] In 1997 a return-less fuel system was added.[citation needed]

i have the 1st gen engine: 110hp- 91ft-lbf..

i have started looking into others, altho if i were any wetter behind the ears i'd still be in the womb, and i may just not know how to search the web in regards to these, but i can't really find anything that's '5efe suited'.. even TRD didn't have anything, not that i'd pay that much for what i'd be getting.
any brand or model suggestions could help, now it's back to searching for me...

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

Yep, totally agree with Josh - forget about the SC12

They are large, heavy and bulky and they also are clutch operated which isnt ideal, and just adds to the weight and the complications. Its just something else to go wrong.

A supercharged 5EFE would be a hoot of an engine, as long as you picked the right supercharger for the engine.

I would opt for something like this (Australian made, well supported, and you can vary the boost level by altering pulley diameters):
http://www.sprintex.com.au.cust.webinabox.net.au/sprintex/wp-content/uploads/2010/10/S5-150-Supercharger.pdf

Static C/R will be your limiting factor and as Kenno said, heat.

Cheers,
Tricky

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"Not Speeding Officer..........Qualifying"

yeah i saw that charger yesterday, i'm still really, really new to all of this stuff so i'm thinking at least a half year before i have enough of a grasp of what i need and where best to sorce things from.
it'll also be an after build thing
ie: i'll probably run the engine stock for a while for a few reasons,
1 because i wanna drive my damn mini,
2 cause i plan on having the engine rebuilt at some point,
and 3 it'll be easier to get it all done over a longer time.. spend x$ getting everything built and on the road so i know what room i've got to work with and how it is to work on stock, then once i've had some fun with it, pull the engine out, rebuild and have things made up for the supercharger install.

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

I would design with a view to adding the supercharger as if it was going on in the first place.

Or else, come the day to install it - no room, no way, no how - without major mods or doing the whole thing over again.

Simply, think of the end product, then reverse engineer it!

Cheers,
Tricky

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"Not Speeding Officer..........Qualifying"

i'd have thought just leaving say, 250 - 300mm space from firewall to block would do, then again, i've not seen this engine in a mini engine bay, so i could be talkin thru my... could be totally wrong..

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

I couldn't really find room for a small AC compressor so a S/C will be very difficult. Plenty of room around the exhaust manifold though...

Anything is possible, but due to space I'd say a S/C is not practical. But if you've time and some good ideas then go for it. Just be careful around time for rego. I'm not sure what the go is in Vic, but boosted N/A engines are very hard to pass emmission standards, here in SA anyway. Of course this is only an issue if testing is applicable in your state.

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1964 Morris 850, 1330 Supercharged - 81.8hp atws.
1975 Leyland Mini S 1100S powered - Nice and reliable.
1977 Leyland Mini LS - Project LS-T

with every bubble comes a burst... i really hadn't thought of emmissions. i'd be rather ticked that you told me if you weren't right, but, you're right, there are rather annoying laws about emmissions here.. thus, maybe an idea for a track car further down the track... that also kills the idea *possibly* of a 4efte/5e hybrid.. i'll still look into it, but i'm not sure how green the grass will be.

if there is a good chance of getting it passed, is yours by chance in a roundie or clubman? also, how much is involved in moving the engine forward about 250mm?

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

How can an engine be boosted and Naturally Aspirated at the same time?

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Respect mine and I'll respect yours.

not both at the same time, we're refering to boosting an originally N/A engine, engines that are originally N/A that get boost added later will not have the same emmissions as they originally would have.. thus you'll have to spend and tuckfon of money getting it tested and tested until the greenies are happy..

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So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!

Yeah, I meant an originally naturally aspirated engine, than has been boosted.

My engine is quite far back. With part of the stock manifold very close to the bulkhead cross member. But I just realised that is because the engine is turbo charged much more room is required in front of the engine to clear the intercool and radiator (although my radiator is mostly in front of my gearbox). If I put a 4efe in there rather than a 4efte I could run the engine much further forward and use a small exhause manifold or extractors. You would then probably have enough room behind the engine to run a nice small, probably screw type supercharger. Hmm, it actually seems like a decent idea. ut of course emmissions are a problem. But not impossible to get around just something to think about.

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1964 Morris 850, 1330 Supercharged - 81.8hp atws.
1975 Leyland Mini S 1100S powered - Nice and reliable.
1977 Leyland Mini LS - Project LS-T

Exactly! And also be aware, that there are some engines out there that have to be boosted to pass emissions. i.e. they would not pass unless they had some form of forced induction, so the point to me is irrelevant, if we are talking emissions. You can retune on a dyno to achieve a wide range of emission results.

Personally, I dont think you would have an issue fitting an S/C as long as you planned for its fitment and you chose the right unit. I think a 5EFE with an S/C would be a shoe-in, It would take up less room than a Turbo, be less complicated (no oil/water lines etc) and produce a lot more linear power delivery. The new twin-screw, positive displacement S/C's are very compact, and very efficient!!

You are already ahead by simply having a donor engine, dont give up so easily!!

Cheers,
Tricky

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"Not Speeding Officer..........Qualifying"

another newbie question for ya, yes i'm annoying... i've emailed the sales team from sprintecx, haven't yet got a reply and figure you may know..

Q: what is the rough going price for the s5-150 or something similar.. i've looked around and can't really find anything $ wise, then again, i'm probably not looking in the right place.

and while i'm asking questions i really should already know the answers to.

Q: am i correct to assume that reinforcing the bottom end and lowering the CR and strengthening the top half, along the same line of preping an engine for turbo, would be the right train of thought?

i'm hoping i can get around 150-200 bhp and yes, i don't mind if it takes a few years and a few mods along the way to get there, i'm starting off whith around 100bhp, so if i amp it up here and there i won't be getting into a jumping into the deep end too quickly..

_________________
So what's the last thing you remember...

I'm pretty sure you were..

WRONG ANSWER!!!