Not so... with 10.5 compression... it wont handle much boost at all... you will get detonation and burn up pistons... You need a lower CR and some forged rods, crank and pistons... to handle a descent amount of boost..

 

I appologize if i offended you with my post. Im not blasting the mini at all. Its a great car and I owned one 5 years ago. There is an advantage of running a map pressure sensor of a hotwire type sensor. If I had a choice, I would go with the map sensor. A map sensor is limited to what it can read up to. Who know what the hotwire sensors limit is. Thats why the ecu wont know what to do with the extra airflow or pressure. The ECU senses that something is not right from the piggyback and it will try to make changes. How do I know? Because Ive been tuning this damn thing almost every day. Most piggybacks if not all, only allow you to alter certain signals that the ECU is getting. For instance, Greddy made some injector duty cycle corrections to help with fuel management on the Greddy turbo kit. The ECU will get readings from the water temp, air temp, pressure, flow, timing, speed, etc and will try to make the corrections. Once certain readings exceed its parameters, it wont know what to do aside from bringing everything back to stock levels. This has been an ongoing issue and the Elise guys are having the same problem as the ECUs characteristics are similar.

 

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Ive been talking to someone at Toyota and the problem is because the ECU makes its adjustments from more parameters than the piggyback will allow you to control. Lets say the stock afm can read a range of 1 cfm to 300 cfm. Now that is only an example. And lets say with the car turbocharged will draw 350cfm, the ECU can only assume its going at 300cfm max, allow the correct ignition timing and fuel for 300cfm. Thats why people change or upgrade map sensors. For example some cars come with a 3 bar map sensor. So if you are going to run more than 3 bar, youll need something that can read more. I think the problem is that the Emanage is altering the airflow to trick the ecu into adding more fuel. The ecu is getting a reading that there is more fuel, but the water temp, speed, throttle position, etc. is all the same. For what it knows, its not supposed to be that way. I like what ZPI did. They added the larger injectors and didnt tune it. The ECU cant do anything or wont know how to hold that fuel in so there is no worry of fuel starvation. They will then use the Emanage to lean it out a bit. This might also mess with the ECU but a much safer way imo. I hope this makes sense. Ive been sitting here all day with exhaust fumes coming in and the sound of cars dynoing. I need to go home....

 

I understand your issues.. you are pioneering new territory. Adding larger injectors might be the best way for now... They should be able to supply enough fuel at WOT with limited boost... When running closed loop mode the O2 sensors should limit fuel but you might run a bit richer during normal driving. Sounds like the piggy-back is not up to handling the air-flow you are creating with the turbo.. It's just a matter of time and demand beforethese issues are addressed.