Comparing Blink Stage 1 and 2 on a Mk1 1.6
Discussion
I thought it might be valuable to some to write up a comparison of a sequential installation of Blink Motorsports Stage 1 and Stage 2 conversion on a 1.6 Mk1. I'll make it clear now that I have no association with Blink and what is written below is a warts and all description of both, although the warts are very limited.
A bit of background - I started hillclimbing and sprinting in my car in 2018 and first used Blink to do a comprehensive chassis refurb and set up. Season one was done with no tuning, although the engine was producing a fine 120BHP at the flywheel - this was validated by Northampton Motorsport as all cars in our championship have to be dyno'd by them. We came to the opinion that the original set up had a skimmed head and maybe some cam work. I'd also fitted a Racing Beat "U bend" intake with a cone filter (more later...).
The stage 1 was fitted for the 2019 season and consisted of the Blink 1 gas flowed head, reground cams, Jackson Racing exhaust manifold and decat, all powered by an ME221. I kept the standard AFM as I knew I wanted to go to stage 2 ultimately. On paper the power increased to 146BHP, and peak torque only improved slightly to 104 lb/ft. However, peak figures don't explain the difference in use as the power increase started from 5000 rpm with max power at 7400 rpm. Torque improved across the range and although the peak level wasn't that much greater, there was a solid improvement from 5000 rpm and that held all the way to the limiter. The car certainly felt notably livelier above 5k - a good improvement that came through well in my times on hills and circuits. Fuel economy was unaffected - I routinely use the car to commute from Malvern to Stoke - at 37mpg on those runs.
Downsides were few - it started from cold in an OEM manner, but cold idle could be lumpy in a cammy sense. Hot idle could be variable and I had to ask for it to be lifted to closer to 1000 rpm as it used to cut out on odd occasions. Starting from warm typically needed a squirt of throttle. None of this was a pain and was a fair compromise for a notably quicker car. One fun point - when Northampton dyno'd it it came out at 134 BHP, which was a bit of shock. Turns out that I'd just done a motorway slog and gone straight to their dyno and that Racing Beat intake suffered badly from heat soak. Reinstalled a standard airbox and K&N panel filter and the full 146 BHP was returned....
Late 2019 I decided to go for the stage 2, which basically is the installation of 42mm Jenvey throttle bodies. Cams remained the same. Frazer was quite keen to point out several aspects - he said the power wouldn't increase markedly but throttle response and drivability would improve, and it could be pain to live with with on cold and hot starts. Undeterred, I went ahead.
The transformation is quite remarkable in my opinion. The car has not been to Northampton Motorsport yet as our season has been cancelled due to COVID, but the Blink dyno shows an increase of 10BHP at the hub dyno (112 BHP to 122 BHP). I'm not exactly sure how to calculate that to flywheel brake but even if you take it as 10 BHP extra at the fly, we're up to 156 BHP now. Torque was up by 8lb/ft on the hub dyno. More importantly is the shape of the curves. There's significant area change compared to Stage 1, with both plots smoother and torque up across the whole range - as much gain at 2000 rpm as there is at 6000 rpm. That make the car markedly different to drive - much more tractable now. You can carry a higher gear through corners and it'll pull cleanly with full throttle in fifth from under 30 mph. Sounds bloody amazing while doing it as well. With club motorsport only just restarting after COVID, I've yet to see what it does to my times but I hope it'll be a good improvement based on road use. Economy is slightly reduced; I'm averaging 35mpg on my Malvern to Stoke runs.
Interestingly, I think the car is better behaved overall. Cold start need a pump of throttle but idle is very even. Idle overall is better and I've had no cut outs at all - maybe due to the more accurate fuel metering through the Jenveys? Hot starts needs a boot of throttle but it starts cleanly. I've run it hard in winter and in the recent heatwave - no issues in either situation.
So, overall you could say that both stages have their merit, but personally I wished I'd just bitten the bullet and gone for the whole lot in one hit. It's such a great improvement and transforms the car. Before anyone says - yes I did consider FI, but firstly I always wanted to keep the car nat asp, regardless of the cost of tuning, and secondly Blink preferred the nat asp route for durability in competition duty.
Hope this helps anyone considering these conversions
A bit of background - I started hillclimbing and sprinting in my car in 2018 and first used Blink to do a comprehensive chassis refurb and set up. Season one was done with no tuning, although the engine was producing a fine 120BHP at the flywheel - this was validated by Northampton Motorsport as all cars in our championship have to be dyno'd by them. We came to the opinion that the original set up had a skimmed head and maybe some cam work. I'd also fitted a Racing Beat "U bend" intake with a cone filter (more later...).
The stage 1 was fitted for the 2019 season and consisted of the Blink 1 gas flowed head, reground cams, Jackson Racing exhaust manifold and decat, all powered by an ME221. I kept the standard AFM as I knew I wanted to go to stage 2 ultimately. On paper the power increased to 146BHP, and peak torque only improved slightly to 104 lb/ft. However, peak figures don't explain the difference in use as the power increase started from 5000 rpm with max power at 7400 rpm. Torque improved across the range and although the peak level wasn't that much greater, there was a solid improvement from 5000 rpm and that held all the way to the limiter. The car certainly felt notably livelier above 5k - a good improvement that came through well in my times on hills and circuits. Fuel economy was unaffected - I routinely use the car to commute from Malvern to Stoke - at 37mpg on those runs.
Downsides were few - it started from cold in an OEM manner, but cold idle could be lumpy in a cammy sense. Hot idle could be variable and I had to ask for it to be lifted to closer to 1000 rpm as it used to cut out on odd occasions. Starting from warm typically needed a squirt of throttle. None of this was a pain and was a fair compromise for a notably quicker car. One fun point - when Northampton dyno'd it it came out at 134 BHP, which was a bit of shock. Turns out that I'd just done a motorway slog and gone straight to their dyno and that Racing Beat intake suffered badly from heat soak. Reinstalled a standard airbox and K&N panel filter and the full 146 BHP was returned....
Late 2019 I decided to go for the stage 2, which basically is the installation of 42mm Jenvey throttle bodies. Cams remained the same. Frazer was quite keen to point out several aspects - he said the power wouldn't increase markedly but throttle response and drivability would improve, and it could be pain to live with with on cold and hot starts. Undeterred, I went ahead.
The transformation is quite remarkable in my opinion. The car has not been to Northampton Motorsport yet as our season has been cancelled due to COVID, but the Blink dyno shows an increase of 10BHP at the hub dyno (112 BHP to 122 BHP). I'm not exactly sure how to calculate that to flywheel brake but even if you take it as 10 BHP extra at the fly, we're up to 156 BHP now. Torque was up by 8lb/ft on the hub dyno. More importantly is the shape of the curves. There's significant area change compared to Stage 1, with both plots smoother and torque up across the whole range - as much gain at 2000 rpm as there is at 6000 rpm. That make the car markedly different to drive - much more tractable now. You can carry a higher gear through corners and it'll pull cleanly with full throttle in fifth from under 30 mph. Sounds bloody amazing while doing it as well. With club motorsport only just restarting after COVID, I've yet to see what it does to my times but I hope it'll be a good improvement based on road use. Economy is slightly reduced; I'm averaging 35mpg on my Malvern to Stoke runs.
Interestingly, I think the car is better behaved overall. Cold start need a pump of throttle but idle is very even. Idle overall is better and I've had no cut outs at all - maybe due to the more accurate fuel metering through the Jenveys? Hot starts needs a boot of throttle but it starts cleanly. I've run it hard in winter and in the recent heatwave - no issues in either situation.
So, overall you could say that both stages have their merit, but personally I wished I'd just bitten the bullet and gone for the whole lot in one hit. It's such a great improvement and transforms the car. Before anyone says - yes I did consider FI, but firstly I always wanted to keep the car nat asp, regardless of the cost of tuning, and secondly Blink preferred the nat asp route for durability in competition duty.
Hope this helps anyone considering these conversions
Edited by GibsonSG on Monday 15th June 15:42
OP - thanks for the thread. Good to hear your experiences.
I'm thinking of going for ITBs with my 1.8 VR-Ltd, but hadn't been considering the stage 1 work. I'm not after more power particularly, just sharper response and a good intake sound. Now you've got me wondering...
Can I ask roughly how much the two stages cost at Blink? Sounds like they've got an excellent combination there.
Good luck for when you next get out competing!
I'm thinking of going for ITBs with my 1.8 VR-Ltd, but hadn't been considering the stage 1 work. I'm not after more power particularly, just sharper response and a good intake sound. Now you've got me wondering...
Can I ask roughly how much the two stages cost at Blink? Sounds like they've got an excellent combination there.
Good luck for when you next get out competing!
FerrousOxide said:
OP - thanks for the thread. Good to hear your experiences.
I'm thinking of going for ITBs with my 1.8 VR-Ltd, but hadn't been considering the stage 1 work. I'm not after more power particularly, just sharper response and a good intake sound. Now you've got me wondering...
Can I ask roughly how much the two stages cost at Blink? Sounds like they've got an excellent combination there.
Good luck for when you next get out competing!
No problems at all. I think Blink put their prices on the website, but I just checked the invoices and the Stage 1 work came in at £1850 and the Stage 2 £2000. Both prices included VAT. They may have changed of course, the Stage 1 was 2018.I'm thinking of going for ITBs with my 1.8 VR-Ltd, but hadn't been considering the stage 1 work. I'm not after more power particularly, just sharper response and a good intake sound. Now you've got me wondering...
Can I ask roughly how much the two stages cost at Blink? Sounds like they've got an excellent combination there.
Good luck for when you next get out competing!
Thanks for the good wishes, our first competitive event should be at Castle Combe on the 18th July, with Shelsley the week after. I'll never be as quick as multiple championship-winner Mr Griffdude above, I just haven't got the balls (or talent). Shame you can't buy either of those over the counter!
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