MPI AND SPI KEY FOBS SUPPLIED AND PROGRAMMED WHILE YOU WAIT , ECU'S RE MATCHED TO LUCAS 5AS IMMOBILISER , MPI/SPI DIAGNOSTICS.
BOUGHT A SUPERCHARGER ALRERADY ? SEE BELOW FOR HOW TO IDENTIFY IT !
Since 2004 (see miniworlds report of the L2B run) , I have been fitting the Eaton M45 supercharger to the classic mini , Im pretty sure I was the first to do this and now with over 500 kits and conversions sold I am probably the world leader in 'a' series supercharging.
My early kits although copied by competitors , have then been continually updated and improved standing them apart from all others on the market today and part for part they are still the cheapest ! this gives you the most up to date developments ,best value for money and superior performance in all conditions .
My manifolds are made in house ,Tig welded from 316 stainless Steel ( my competitiors use mild steel -which rusts inside, do you want to feed your engine with rust ? ! ) the bends all all full bore and mandrel bent.
Carburettor choices of SU (hif38, hif44, 2in ) , and Weber (38,40,45,48 dcoe) , bike carbs (amal, mikuni,kehein) or fully developed Emerald K6 based fuel injection options .
Even if you are unfortunate enough to have bought from one of my competitiors I can almost certainly improve it !
BOUGHT A SUPERCHARGER ? SEE BELOW FOR HOW TO IDENTIFY IT !
Starting in 1987 at Avonbar racing , Iturbocharged my mini in 1989 against others advice. Many of the modifications I planned, I was told would not work , this turned out not to be the case and I quickly became very knowledgable on modified turbocharged A series through my own research and developement . I left there to set up Vmaxracing in 1991 . We (myself and Mat Smith) were the premier 'a' series tuners in Surrey , modifying cylinders heads for most of the worlds top mini tuners , carrying out mini turbo conversions with bespoke intercooling to increase efficiency , even back then we had our own 200 bhp engine dyno in house .
Today I have a wealth or experience covering all aspects of tuning improvements based on design and testing with my rolling road , flow bench , head shop , tig and mig welding plant , milling and turning machinery.
WATER COOLED INLET MANIFOLD OPTION FOR THE M45 SUPERCHARGER KIT .
ADDS POWER BY COOLING THE INTAKE CHARGE , AFTER A POWER RUN THE CHARGER CAN REACH TEMPS OF 85 DEGREES CELICIUS, THIS KIT CAN REDUCED IT TO AS LOW AS 37 DEGREES AFTER DYNO RUN , POWER INCREASES UP BY AS MUCH AS 14 BHP !
parts include : Billet alloy heat exchanger, pump, alloy reservoir, hose , fittings, radiator and fan
£275 kit or £375 fitted
What can be supercharged?
Most A series can handle a bit more power , If adding a supercharger to your current engine It must be in good condtion to handle the extra power . If you are building and engine decide on the power you want to achieve and what use you want out of it , eg motorways , track days occasional fun etc . With the increased torque available you can usually pull a taller diff ratio without loosing any accelleration time . 2.7:1 crown wheel and pinions make the car more flexible for regular use increasing motorway cruising speeds and using the supercharged engines low down torque to best effect so as to not lose out on accelleration . Straight cut gearboxes with close ratios are not recomended for road use as the gears sets are generally very close ratio making the car difficult to get off the line with a tall diff ratio. Better to use helical gear sets with wide ratios too match the broad spread of power and torque a supercharged engine will produce. A minispares 2 core comp radiator , suitable fuel supply are both necessary . Forged omega 18cc (plus 20 thou /.5mm over size giving 1293cc) pistons are the only ones I use after trying many makes and types, if you have to change the standard rover items (which are actually very good if useable) .
Wrap manifolds to reduce heat transfer and keep underbonnet temps lower.
Fuel injecting over carb /dizzy: carburettor set ups mostly produce the same power as the same size throttle body , gains with injection are being able to acurately measure fuel and time the ignition without relying on a mechanical input. Major gains are seen in fuel economy and throttle proportions , these are more precise /easier to adjust for , making it smoother to drive . If you are using the carb /dizzy then always use a vacuum type distributor to give the variable timing a road use engine requires for varying loads and conditions .
Cam shaft choices : aim for something milder than you would use in a non supercharged engine as the charger extends the range above and below its normal specification , wider lobe center angle is recomended to reduce fuel being wasted on overlap ,112 lca seems to work well . Supercharging works with everthing from standard to race profiles , but in varying degrees. If in doubt you cant go wrong with a Swiftune SW5 !
Blow through v Suck through
Suck through systems are generally more efficient, as at lighter loads the rotors spin in vacuum with minimal drag , transistion through the rev /load range is smooth and easy to tune even with a carb . Fitting space required is smaller than for blow through and all my standard kits are suck through because of these points .
Blow through systems require acurately managed dumping of large volumes of compressed air when its not required (at all times except full throttle ) making it less efficient, managing the waste air dumping to using it when load increases is diffcult hence transistion areas from light to heavy load are not as smooth , its is easier to use an air to air intercooler in this set up but really this system is best suited to drag or circuit racing where the engine will be at full throttle 90 perc plus of it operating time . No standard kits are available , it is a bespoke conversion usually with ECU fuel injection and electronic wastegate control built for you car /engine spec. Please contact me if you require this service.
I HAVE A CHARGER ALREADY :
No probs , send it to for checking or use as is .
WHAT MODEL M45SUPERCHARGER DO I HAVE ?
IF THE ROTORS ARE GREY IN COLOUR ITS 1/2/3RD GENERATION (PART NO. INSIDE 'TAC 1 /2/or 3 ), BLACK ROTORS (ALSO KNOWN AS TEFLON COATED )ARE USED IN 4/5 TH GENERATIONS (PART NUMBERS INSIDE WHERE ROTOR OUTLET 'GEC 3 or4 ') .MANY PEOPLE FIND THEY HAVE BOUGHT A CHARGER IN THE 5 THGENERATION BOX BUT WHATS INSIDE IS THE ONE TAKEN OFF FROM THE CAR . BASICALLY THEY GET BETTER WITH TIGHTER TOLERANCES THE LATER THEY WERE MADE THAT SAID A NEW IST GEN IS STILL GOING TO BE BETTER THAN A 60,000 MILE 5 TH GEN ONE ! , STANDARD PULLEY SIZE IS 67MM, WORKS UNITS HAVE A 60MM ONE.
Tel: +44 7736 063945
Last updated 24th march 2015
OPEN 9-5 mon /fri
MY MANIFOLDS ARE DESIGNED TO GIVE EQUAL FLOW AND PRESSURE TO EACH INLET - SOME COMPETITIORS MANFOLDS TESTED BIAS ONE PORT AS MUCH AS 80 PERC !!!!
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I CAN MAKE CHANGES TO ORDER , ONE OFF SPECIALS ,COLOUR CODED PARTS TO MATCH YOUR ENGINE BAY,
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TUNING FOR 'A'SERIES from £75 per hour