Cheese~, 

I think we're going to run 1.3:1 roller tipped(at least) rockers along with a rallyish cam-nothing too harry. 

My Dad and I had a premature brake down of 1.5:1 rockers on a NA motor so with the Turbo we're not too worried(that cylinder head looks pretty good for exhaust ports); ahhh the beauty of forced induction!    

Jeremy

2004 Liquid Yellow MCS Sport/Chrome Pkg, 15% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Software, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.

For someone who uses their vehicle primarially on the race track, that slip is a bad thing.  But for someone who usues their car primarially on the street, that little bit of slip adds to the drivability.

Prez, Mini Owners of America, Los Angeles

 I have a tranx clutch type for sale with bearings   700.00    also have a 3.9 jk s/c  lsd final drive set  300.00  if your interested .   the gear type  lsd  diff gave to much wheel spin for me in tight corners , were the clutch type did not unlock under power in a corner.

Those pieces look like they will make a great foundation for a turbo motor!

I didn't go quite as deep into the motor as you.  Since I bought a running engine, I was able to do compression tests and the like on it prior to having it removed from the Metro.  So I know I have a good motor to build upon.  I still went ahead and did some basic maintenance.  I changed the water pump, the oil pump, all new bearings for the drop gears, and a new turbo head gasket is on the list as well. 

After rereading the turbo chapter in Visards tuning guide, I'm tempted to get a set of 1.5 rockers to extend the exhaust valve open duration slightly...to help spin up the turbo a bit quicker.

Once I start doing things that warrant picture taking, I'll be sure to post em up.       

Prez, Mini Owners of America, Los Angeles

Dang I just went through a winded reply and lost it Cheese~.  Basically we're going to run a similar set-up(I think we're going to mount our metro turbo/compressor in behind the motor and try to run intercooler plumbing up front.  Anyways keep us informed of your turbo project please!  Here's a few photos of our parts.

New A+ casing and shift forks on left.

1293cc Metro Turbo block with 4 bolt center main.

Longman Head????

Jeremy.

2004 Liquid Yellow MCS Sport/Chrome Pkg, 15% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Software, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.

It's been coming together quite slowly for the past few years...but it has been coming together quickly these past few weeks.

So far it consists of;

1275 Metro Turbo engine

HIF44 Turbo carb

Garrett T2 turbo pulled from a Renault R5 and installed over the clutch housing

Rebuilt trans with all new bearings plus center oil pick-up

Quaife ATB Limited Slip Diff

Straight cut drop gears

Duplex Timing chain

Super 2 core rad with an extra bung welded in for turbo coolant supply return

Custom Bell intercooler with Yonaka Motorsports silicone hosing

13 row Cooper S oil cooler 

Megajolt programmable electronic ignition system

Boost control tbd, but hoping to run at 10psi

Fuel pump tbd

Prez, Mini Owners of America, Los Angeles

Let us know how it works out Cheese~!  What's your turbo set-up comprised of?  Thanks!   

Jeremy

2004 Liquid Yellow MCS Sport/Chrome Pkg, 15% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Software, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.

not a quaife, but I put in a trannex "Road" lsd into the BeanCar and drove it at a track day and it makes a big difference at speed, helping to pull the car straight and out of some trouble that I wasn't able to pull out of before. Haven't autocrossed it yet, though. Pushing it around in the pits is darned near impossible, though. But that just may be the clutch type lsd.

--Spank 

I bought a Quaife ATB for my Turbo project.  It should get installed into the tranny next week! 

But I've also purchased all the parts that Dave listed to buy first.  

Prez, Mini Owners of America, Los Angeles

Hunter2 and I are going to build up a 1961 turbo countryman for use on the streets, for autocrossing and for the rare track day.  We want to minimize one wheel peel as we're hoping to build up a suitable powertrain that can cope with an atmosphere of boost...... 

After the fall hunting season we'll get moving on this project. 

Little by little we're sourcing quality parts and fabulous ideas of course! 

Jeremy 

2004 Liquid Yellow MCS Sport/Chrome Pkg, 15% Alta SC Pulley, Alta Intake, Alta IC Diverter, Ultrik Cam, CM Flywheel/FX200, OBX ATB Diff, JCW Software, 1 Ball Exhaust, JCW Plugs, Powerflex Front Subframe Bushings, Powerflex Motor Mount Inserts, Alta Springs, Alta Lower Control Arms, Rear Seat Deleted, 17 by 7 O.Z. Ultraleggeras, Auto Meter Boost/Vacuum And Oil Pressure Gauges.

Turbodave,

Planning and hoping to do all of those and have a good ride in the end.  Want a predictable setup that will last.

Rick

Mini friends!  Mini rides!

Restored/modified Mini 1000 with 1380cc power unit, 2.95:1 FD, adj. suspension, S discs/drums, 10x5 Minilites, 165x70 A008s, custom trim and matching custom trailer.

I've managed years without a quaife, and turned in 1/4s that were enviable by others with an open diff. I was always paying attention to my geometries however. The quaife will hopefully shave at least 0.1, maybe 0.2 seconds off my 60ft time, which will make a big difference in the future.

If i'm honest with you - you'd be better spending your money on a fine turbocharger, engine management, top-of-the-line intercooler, SC trans, etc before going for a quaife unless you have plenty of funds to do all the above. Just my $0.01 (changed from $0.02 to suit the weak dollar).

Thanks Gentlemen,

We are looking at the ATB for the Turbo project.  Overkill maybe but with competition drive shafts, CVs etc., SC drop gears, helical box with the good stuff, should be tough enough and get the power down.

Rick

Mini friends!  Mini rides!

Restored/modified Mini 1000 with 1380cc power unit, 2.95:1 FD, adj. suspension, S discs/drums, 10x5 Minilites, 165x70 A008s, custom trim and matching custom trailer.

I'm running one in MOKE, now set up as an autocross car, and it is driven to and from events. Unlike the other types of "limited slips" this one can actually be driven on the steet. Other than making turning effort a little harder, it isn't noticable in normal driving.

I think I'd have to be a serious street racer before I'd spend the big bucks to use one in a car for the street only, though.

I got a quaife, but have yet to fit it... These are alos now available to suit standard crownwheels - meaning you can run any standard helical diff ratio (even a 2.75:1) and also come with pot-joint output shafts.

It might be neccesary to trim a very small amount from the diff housing and trans casing, but nothign like the amount needed on every other LSD.

They drive very well as i understand - they were good enough for Ford to fit in the production Focus RST in europe I recall - but if your suspension alignment is far from optimal, they will show the shortcoming and appear a step backwards. In short - if everything is aligned well, the quaife is the best choice for a 'road' primary finction diff.

Who has any experience with the Quaife ATB diff (geared not clutched)?

Quaife says:

The Automatic Torque Biasing Helical LSD differential is Quaife's unique patented design, and is an after-market differential that provides smooth, constant traction for racing or slippery road conditions.

Suitable as an ideal replacement for any front, rear or four wheel drive application, these ATB Helical LSD differentials have the added benefit of no adverse effect on the steering of a front wheel drive vehicle.

Quaife ATB Helical LSD differentials have been used in a wide array of applications, from Formula 1 cars to emergency and public utility vehicles, where all weather mobility is essential, and where the product must perform in the most demanding of conditions.

Available to suit a very wide range of vehicle applications, from Alfa Romeo to Volkswagen and including Ford, BMW, Honda, MG & Rover, Vauxhall/Opel, as well as a range of light commercial vehicles.

The characteristics of the differential are that it progressively locks as torque increases; there are no plates or clutches to wear out, as the more conventional limited-slip designs incorporate. The ATB Helical LSD differential is particularly effective in combating the effects of FWD torque steer and understeer.

Quaife Engineering also offer their ATB Helical LSD differential with a  limited lifetime warranty [see terms and conditions], as a demonstration of the quality of the product.


The Ultimate Differential

The Quaife Automatic Torque Biasing Helical LSD Differential enables your car to accelerate quicker and corner faster. How?
Simply by getting the power to the ground!

The Quaife differential powers both drive wheels under nearly all conditions, instead of just one.

With an normal open differential, fitted as standard on most cars, much precious power is wasted through wheel spin under acceleration. This happens because the open differential shifts power to the wheel with less grip - along the path of least resistance.

The Quaife differential, however, does just the opposite. It senses which wheel has the better grip, and automatically biases the power to that wheel. It does this smoothly and constantly, and without ever completely removing power from the other wheel.

In cornering, while accelerating out of a turn, the QUAIFE biases greater power to the outside wheel, reducing inside-wheel spin. This allows the driver to begin accelerating earlier, exiting the corner at a higher speed.

The Quaife differential also controls loss of traction when the drive wheels are on slippery surfaces such as ice and snow or mud, providing the appropriate biased traction needed to overcome these adverse conditions. The Quaife ATB Helical LSD differential provides constant and infinitely variable drive. Power is transferred automatically without the use of normal friction pads or plates seen in other limited-slip designs.

The Quaife ATB Hleical LSD differential's unique design offers maximum traction, improves handling and steering, and puts the power where it is needed most. A definite advantage, whether you are on the track or on the street.

The Quaife differential is extremely strong and durable, and since it is gear-operated, it has no plates or clutches that can wear out and need costly and regular replacement. There is no maintenance required to the unit, so once installed the unit can be forgotton, apart from the better road responses.

The Quaife differential is great for street driving or racing. Racers don't have to put up with locking mechanisms or spools that tear the steering wheel out of their hands when cornering. Because it behaves like an open differential during ordinary driving, street drivers will have trouble telling it's there until pushing the cars towards its limits.

The Quaife differential is proven in everything from SCCA Rallying to drag racing and Formula 1. It provides autocrossers with such an advantage, it has become "required" equipment for a winning effort.

Mini friends!  Mini rides!

Restored/modified Mini 1000 with 1380cc power unit, 2.95:1 FD, adj. suspension, S discs/drums, 10x5 Minilites, 165x70 A008s, custom trim and matching custom trailer.