We'll see. Maybe. As I said, 47 is tops so far for a 1098 on MRC's D/D chassis dyno. And that was 1132cc, RE13, ported 12G295 head with 1100S inlets, Dellorto 40DHLA carb with 33 chokes.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

I wanna play with the big boyyyss!

Hehe yeah I guess the only way to find out is to put it all together and pray!

Doc thanks for that about the crank/fly thing - I've definitely been reading somewhere recently that somebody does it with no fly somehow, but can;t have been GR. Trouble is I read a lot so I forgot sources....

All this talk about bore is cheating It's like saying I'm getting X bhp out of a 1275 and forgetting to mention the other 100+cc.....

Note, GR uses his own flywheel, which has no clutch parts or backplate attached at all. So there are no drivetrain losses from churning the oilz.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

I got 30.9BHP @ the wheels on my standard 998 running cheep unleaded fuel. Is'nt the 1100 the same block/bore just a bigger stroke? also what kind of bower reads did the BMC, Leyland factorys claim for the different sized engins, out of curiousity?

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Respect mine and I'll respect yours.

37.5kw or 50bhp at the flywheel for an 1100cc

Flywheel..crank ..makes absolutely no difference.

HP is measured at steady state...well nearly always.

And, at steady revs, the flywheel mass has no effect on hp. Which is why the flywheel weight has absolutely no impact on top speed - but, a significant impact on how fast you get there.

HP at the wheels is a more valid measure as it is a better predictor of how the car will actually perform. Power lost through vbelt drives and the gear box isn't available to power the car. While you can increase perfomance by upping HP at the flywheel you can also do it by fitting a more efficient straight cut gearbox. And, while a light flywheel doesn't make any HP, it consumes less to spin it up leaving more to accelerate the vehicle.

Cheers, Ian

HP at wheels is a valid measure, but of what. They all read different. They are seldom done at steady state like with an engine dyno. Indeed some chassis dynos using their roller inertia for measurement will not even hold a steady state reading....

They are good for comparos and shootouts, ON THE DAY.

At least an engine dyno always gives quantified measurements, these being absorbed torque and RPM. <edit> combination of both these determines HP.
Easy to check, and to calibrate.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

...speaking of which, anybody know of an engine dyno around brisbane?

It's really only bragging rights anyway, isn't it?!?

Until it all gets put to the test on a track, be it circuit or strip, then the set up as a whole (that includes the major component- the driver), can actually be measured.

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Carl
Previous Owner & Driver of 1 Morris "It's not a Cooper!!" 850

The real purpose of a dyno is for tuning. Bragging rights and pub points is a by-product.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

I completely agree doc.. Just no one was talking tuning so far- just figures.

But don't get me wrong, I still like to have bragging rights

**Sox looks for more horses in new head**

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Carl
Previous Owner & Driver of 1 Morris "It's not a Cooper!!" 850

The true reason for a Dyno.... is Tuning...so you can analyze what is required to get more HP and more fuel specifics out of your car..It just, grew from their to Bragging rites at the Pub, Mag’s and Forums etc

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Stop Licking the Dog...I Don't Care Who Started It

And it's a marketing tool now. Although HSV wouldn't be very happy with the results of their engines on the dyno compared to some Holden ones (same dyno, same day, yes including calculations back to the flywheel, but even the wheel numbers aren't good) done in MOTOR this month...
Even the circuit and strip aren't perfect comparisons. Circuits are far too dependant on handling to easily evaluate an engine (unless the difference is like Stoner to Rossi in the first MotoGP of the year - did that Ducati fly!!! ). And the strip can vary so much - again, it needs to be same venue, same conditions. It would be a bit unfair to compare times from a V8 running on a cool night (5º?) at Western Sydney to those of a turbo'd, intercooled ricer running at 2pm mid January (high 30's?) at Willowbank. Although strip times are always a good starting point... Just like dyno graphs.