echt een KEI gaaf geluid 
zou ik ook wel willen in mn cooper 
Greetz BigD
PW MINI Cooper wordt DS MINI Cooper S en nu weer MINI...
- Maaij
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Thanks voor jullie reacties 
Hier nog een filmpje wat ik vandaag heb gemaakt. Veel meer is er eigenlijk niet te zien/horen
Ik moet zeggen dat de Chasecam mount erg goed werkt. Lekker stevig en veel instelmogelijkheden.
Hier nog een filmpje wat ik vandaag heb gemaakt. Veel meer is er eigenlijk niet te zien/horen
Ik moet zeggen dat de Chasecam mount erg goed werkt. Lekker stevig en veel instelmogelijkheden.
Laatst gewijzigd door Maaij op 07 jun 2007, 21:11, 2 keer totaal gewijzigd.
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Niet als je terug schakeld.
Je hoort het alleen als je het gas loslaat. Het heeft dus niks met schakelen te maken.
Het geluid is afhankelijk van:
1: Aantal toeren (hoger toeren = meer geluid)
2: Hoe snel je het gaspedaal loslaat (sneller loslaten = meer geluid)
Je hoort het alleen als je het gas loslaat. Het heeft dus niks met schakelen te maken.
Het geluid is afhankelijk van:
1: Aantal toeren (hoger toeren = meer geluid)
2: Hoe snel je het gaspedaal loslaat (sneller loslaten = meer geluid)
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De Forge DV voor de R56 is volgens mij echt puur voor het geluid
Dit is wat Forge erover zegt:
Dit is wat Forge erover zegt:
The FMDVMCS is a sandwich type adaptor that fits between the existing electrical solenoid and the turbo charger housing.
On the Coopers S turbo, built into the turbocharger housing, is a bypass facility. This allows charge air to be recirculated around the turbo charger from the boost side back to the intake side. This recirculation path is opened and closed by means of an electrical connection from the engine management to a solenoid that is mounted on the turbocharger housing. As you accelerate , the turbo charger vanes are spinning and boost pressure is increased, literally blowing into the engine cylinders. Then when you change gear you take you foot of the accelerator momentarily, select the next gear, and accelerate again. As you take your foot off the accelerator the throttle valve to the engine closes. The problem here is that during this process the turbo is still spinning and the boost pressure that it is producing has no where to go. (This is a bit like putting you hand over a hair dryer so the air cannot get out) What happens at this point is the turbo starts to stall, the spinning vanes slow down (incurring alot of stress) and the boost pressure drops. When you open the throttle valve again by pushing down on the accelerator (demanding more power) the turbo has lost its momentum, boost pressure and there is a pause or a "Lag" before the engine is producing the required power once again. To combat this loss of power and stress on the turbo, a recirculation or diverter valve is used. On the Mini, when the throttle valve closes, the engine management opens the recirculation route around the turbo. This gives the charge air an alternative route and allows the turbocharger to keep spinning so that when you accelerate again there is no "lag" or waiting period. This system works well and is adopted by nearly all vehicle manufacturers on turbo charged petrol engine applications. The only downside to this system is that a turbo chargers produce heat. (The hot air that leaves a turbo is cooled by passing it through an intercooler before it enters the engine. The cooler the air the more power is produced. ) By recirculating the hot air back into the intake side of a turbo the temperatures increase. This is where the Blow Off or Dump valve plays its part. By expelling the charge air to atmosphere rather than recirculating it, you do not increase the intake air temperature but you do allow the turbo to keep spinning. The side effect which is unacceptable to most vehicle manufacturers is the noise of the valve expelling the air. By fitting the FMDVMCS between the existing solenoid and the turbo housing (this involves removing only 3 bolts) the air is re-directed to atmosphere rather than recirculated.
Laatst gewijzigd door Maaij op 08 jun 2007, 08:53, 1 keer totaal gewijzigd.
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Nog een quote van iemand@Forge Motorsports:
Misschien toch wel een voordeel dat de EU MINI geen MAF sensor heeft.Forge schreef:Neither type of valve is "better" than the other concerning function, operation, reliability, etc.
Both serve to vent residual charge pressure at throttle lift to prevent reversion back into the compressor wheel preventing lag upon reapplication of the throttle. Whether the air is vented to atmosphere or recirculated makes no difference as to preventing reversion and subsequent lag.
The only reason to reciculate is if the engine management system (MAF-based usually) requires it or for quiet operation.
MAP-based engine management systems can easily run an atmospheric valve with no change to the driveability of the car. The reason OEM's use recirculating valves, however, is to maintain quiet operation. Think Neon SRT-4, BMW 335i, etc.
Since VW uses MAF-based engine management systems, they then have to use reciruclating valves. Had they used a MAP-based engine management from the begining, they still probably would have used a recirculating valve as OEM, but only because they're quieter.
The FSI ECU, however, does not appear to be quite as sensitive to atmospheric vs. recirculating operation, and is why we're not seeing any issues with our valve spacers. There are other reasons why adapting universal atmospheric valves are not having success as I've mentioned in another thread.
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