Revolution Mini Works 2.0L Stroker kit

[Revolution Mini Works]

Here is a video of a 996 on the same course as what I ran 1:29xx in my daily driver Mini Cooper GP 2.0L stroker

it happens to be a Porsche TRACK RECORD also in 3.4L range to answer the previous poster.... still think he didn't have an agenda?



POC


enjoy

[MINIdriver85]

Thanks for the replies Jan. Can't wait to see more infos on the twin turbo and the NA mini cooper you spoke about a couple pages ago

[Revolution Mini Works]

Quote: Originally Posted by 2 much (original)

sounds a nice bit of kit .hope to see some runing over here next year.how many are runing over there as customer cars?

None as of now.... but I have 2 running test engines
one in a drag car which puts out more hp than any MINI ever tested
and one in my daily driver /road track car
it has almost 10,000 miles on the engine already in daily conditions mixed in with full blown track days. I have been testing these for over a yr with the drag car and quite a few months with the street/track car.

We take our R&D serious here because there is nothing like going out and breaking your car once you get it back from the shop. I know people have given me a hard time about tearing the engine down over and over again but it works and is sound in doing so.

I have been hounded for months to sell these engines, but I won't until I am sure they are good to go. You only get a 1st chance 1 time

I take great pride in my products and the quality is evident when you see it.

thanks for listening

[Revolution Mini Works]

Quote: Originally Posted by roland2003 (original)

I believe in practice in the real world no tuner is going to just keep stripping the engine internals just to check it out unless there is indication of a problem(s). ...eg smoking, lack of power, low compression, knocking, other funny noises,metal shavings in the oil,low oil pressure, overheating, oil leaks etc.
Fortunatly weve had no such problems at any stage through the development and testing of the GTT300T conversion.

We know this is not easy or the popular thing to do but we will continue to tear our engines down to check the internals and make better products.

There are so many issues with the Tritec if you push them hard. We have addressed them and are making new parts to make sure the engines stay together on the track. As you know its a never ending process.

[Paul@1320]

Here is the preliminary dyno sheet with stock air box, air cleaner , stock JCW pulley and TB
The engine is our proprietary 2.0L stroker with Revolution Mini Works (RMW) exhaust system

I didn't want to cloud Rolands thread anymore

Yours has the stock IC as well Jan doesn't it (see reply 21 for pic) nice stock coil and leads

So if you're producing this horsepower with the above stock GP equipment then maybe it is Snowies ex manifold (header) and JCW cat back system that is letting him down

This was the point I was trying to make on Rolands thread.

[Revolution Mini Works]

we have found the head and header combo produce a much longer torque band than anything else out there. It's that "area under the curve" that gets you going.

We tuned 4 cars over 200whp this weekend with stock heads. The biggest HP gain was 21whp and the biggest tq gain was almost 20ft lbs

[robbo mcs]

Quote: Originally Posted by Revolution Mini Works (original)

we have found the head and header combo produce a much longer torque band than anything else out there. It's that "area under the curve" that gets you going.

We tuned 4 cars over 200whp this weekend with stock heads. The biggest HP gain was 21whp and the biggest tq gain was almost 20ft lbs

Hi,

I wish more people would listen to this kind of wisdom "Area under the curve" is where it matters for both street driving and trackwork. Peak horsepower figures on dynos are great for bragging power. A big area under the curve is much more important Anyone who doesn't understand this needs to go back to physics / calculus 101 to get their head around this

The question then becomes "area under which part of the curve?"

For racing / track minis the area under the curve from 4500 to redline is the most important

For street driven cars the area under the curve from 2000-6000 is probably more important

Thats my 2cents worth

Cheers

Robbo

[BigShow]

Quote: Originally Posted by robbo mcs (original)

Hi,

I wish more people would listen to this kind of wisdom "Area under the curve" is where it matters for both street driving and trackwork. Peak horsepower figures on dynos are great for bragging power. A big area under the curve is much more important Anyone who doesn't understand this needs to go back to physics / calculus 101 to get their head around this

The question then becomes "area under which part of the curve?"

For racing / track minis the area under the curve from 4500 to redline is the most important

For street driven cars the area under the curve from 2000-6000 is probably more important

Thats my 2cents worth

Cheers

Robbo

Completly agree, point well made

[Revolution Mini Works]

Quote: Originally Posted by robbo mcs (original)

Hi,

I wish more people would listen to this kind of wisdom "Area under the curve" is where it matters for both street driving and trackwork. Peak horsepower figures on dynos are great for bragging power. A big area under the curve is much more important Anyone who doesn't understand this needs to go back to physics / calculus 101 to get their head around this

The question then becomes "area under which part of the curve?"

For racing / track minis the area under the curve from 4500 to redline is the most important

For street driven cars the area under the curve from 2000-6000 is probably more important

Thats my 2cents worth

Cheers

Robbo

Exactly
this is why a made a stroker engine

[chrisflyer]

Any costings yet.

[chrisflyer]

Hi,

Is an 05 Cooper S Automatic gearbox able to cope with this engine,and
To also keep the costs down are you going to offer this as an exchange.

yours
Chris

[Revolution Mini Works]

Quote: Originally Posted by chrisflyer (original)

Hi,

Is an 05 Cooper S Automatic gearbox able to cope with this engine,and
To also keep the costs down are you going to offer this as an exchange.

yours
Chris

yes we want an exchange core so we can keep the process going at a reasonable cost.

The only parts we need back are the head, block and crank. Everything else gets replaced

No one has pushed an automatic that hard yet. I doubt anyone knows how much it will take.

[chrisflyer]

Hi,

I have just seen a post from Roland at GTT. He has said he has done conversions all the way up to his GTT260 with out any problems. Does this mean it would cope with the stroker,or is it down to the amount of torq each produces.

yours
Chris

[flatland69]

I'm guessing there won't be a kit available? Shipping an engine to South Africa will be bloody expensive...

[Revolution Mini Works]

Quote: Originally Posted by flatland69 (original)

I'm guessing there won't be a kit available? Shipping an engine to South Africa will be bloody expensive...

we are working out plans for not having to ship the engine back
the biggest hurdle is if we send the parts to make the stroker can your machinist do the sleeving properly
my machinist does the sleeving on Saleen's S7 blocks so he knows what he is doing