Show us your Dyno Numbers
Orig. Posting Date | User Name | Edit Date |
Jul 18, 2017 05:50AM | onetim | |
Jul 17, 2017 07:34PM | Jemal | |
Jul 17, 2017 05:38PM | bikewiz | |
Jul 17, 2017 08:28AM | Hunter2 | |
Jul 17, 2017 08:05AM | Cheleker | Edited: Jul 18, 2017 07:09AM |
Jul 17, 2017 07:30AM | Alex | |
Jul 16, 2017 01:02PM | Jemal | |
Jul 16, 2017 12:13PM | RedRiley | |
Jul 16, 2017 08:07AM | kolsen | |
Jul 16, 2017 04:58AM | Alex | |
Jul 15, 2017 01:20PM | Jemal | |
Jul 14, 2017 08:34AM | kolsen | |
Jul 14, 2017 07:33AM | Rosebud | |
Jul 14, 2017 12:03AM | Spank | |
Jul 13, 2017 04:49PM | DRMINI | |
Jul 13, 2017 03:12PM | nkerr | |
Jul 13, 2017 08:05AM | Rosebud | Edited: Jul 13, 2017 12:47PM |
Jul 13, 2017 04:37AM | DRMINI | Edited: Jul 13, 2017 04:40AM |
Jul 12, 2017 09:36PM | Rosebud | Edited: Jul 12, 2017 10:13PM |
Found 39 Messages
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The day we ran mine was hot. Over 100 degrees, and the dyno area smelled like coolant from all the expansion overflow. Other classic Minis that day included some 1380s I had built to the Mini Mania specifications. Those showed about 60 WHP on THIS dyno. I always counseled AGAINST claiming HP numbers as MM does. Certainly the claim of 113 or 120 HP from a 10 to 1 engine running standardish valve sizes is fiction! These numbers make an interesting comparison, sometimes just to confirm what the "Butt dyno" tells us.
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The Mini 1000's 998 had an MG Metro cam, 12G295 head (can't recall ccs & CR), Pertronix Ignition, Hitachi 1'1/2" on Sportex intake with medium bore LCB & single box exhaust.
Power at the wheels maxed out at just over 39 hp, torque a lovely flat curve 44-45 ft. lbs. from 2,000 on to 5,000. Operators said there was a bit more but did not push it. Lowest output the dyno had measured at that time.
The idea was to go back with the 1380...did not happen as Bergman Bros. stopped using the dyno. All I know about the 1380 is I could break an inner pot joint cage putting down the power.
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And another. MOKE when it had the 1360cc engine with the supercharger running 8 psi. Taken in 84F degree weather. At the wheels. 110 whp at 6500 rpm (still climbing a little, but we backed off). 102 lb ft torque ~5100 rpm. (70 lb ft already at 1500 rpm)
Both done on the same dyno; although, the 848 was run on a cooler day than MOKE.
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Power was down due to a burnt valve seat. We went back a month later after recutting the seat and got 89 bhp.
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Thankfully, today they are right back at it! Have you seen some of the advertising for the Hellcats and such? You can be sure your insurance agent has!
As to the build.... and by the way I missed the 998 making 86! I AM building a BIG A+ small bore with a 3 inch stroke, using parts and experience from Graham Russell... I'll be VERY happy with about 60 at the wheels, and that one will be to go some distance. But the 1380 in the graph is the one I built for myself about 10 years ago now. Even at the time it was more "proof of concept" nearer the ragged edge than I would recommend. It's an A+ bored to 1380 with a standard re-ground crank, ARP bolts on A+ rods, 286SP cam, lightweight lifters and timing set, standard oil pump... really quite ordinary. But then, some musclecar tricks: Flat top "MEGA" pistons right up to the deck, an alloy head (Pierce, with my special porting and mods to run 1.464" intake and 1.22"), very careful cam timing with about 13.5 : 1 compression. An old set of the forged Keith Dodd rocker arms set up to clear the pushrods with the bigger valve spacing of the head (as much to allow room for seats as big valves.... none of the cast iron heads allow side by side seats for big valves). The big Weber looks and sounds great and rounds out the old fashioned hot rod.... big displacement, big compression, big cam, valves, carb and exhaust - I built a stainless system using BINI leftover parts minimum 2 inch ID, same as the collector on the big bore header.
Not exactly engine, but important for the way in runs is gearing. Final Drive is 3.76, same as most standard Minis with an 850. The rod change box contains a set of Cooper S close ratio gears, so rules out a tall final drive. The car is beautiful to drive (yes with 13 inch wheels!) up to about 60 or 65, but sustaining 70 or more gets tiresome. You know, like most classic Minis!
I updated my signature a little! Many of you have found me since I left Mini Mania. I'm just one of you now! Looks like they'll have to manually change my email as there is no button for it!
[email protected]
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The Corvette showed 250 Hp and 300 ft/lbs of torque. I finally found the engine specs on the net. From the serial number it came from a 57 Imperial that made 320 Hp and 430 ft/lbs of torque with one 4 barrel where I have two and that was at the flywheel.
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There was a very interesting article in Cooper World a few years ago, written by one of the MCR members who'd done a back-to-back comparison of dyno vs rolling road.
The engine was a Swiftune one, which had naturally been started and set up on their engine dyno and was supplied with the power and torque figures. Some while later, with the engine installed in the car and run-in according to instructions, he visited Slarks rolling road - one of the UK ones disparaged by DRMINI - and had it checked...
When a clever state-of-the-art rolling road gets to within 1 bhp of Swiftune's engine dyno, I'd say it's pretty accurate !
Now, that could of course be down to the luck of the day, but having seen Neil Slark in action he's one of the two people I trust to tune my engines, the other being Steve Harris.
Back to the graphs posted, we kinda need engine specs gentlemen !
It's all well and good showing 86bhp, but if that's from a 1380 then it's pretty poor compared to 86 from a 998...
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And thanks for the link to that steering bracket.... Your column is the nicest I've seen, but that level of fabrication is more than most can do!
Here's my run from 2008 on that same dyno. The photo has been on this website for years and is used in articles and promotions for the dyno-day. This is with the 48IDA that it still has, but it had only run on the test stand (at the previous year NCA, I demo'd for the crowd, including once with open collector big-bore header - very briefly, and with ample warning). I finally installed it in the car (which still looked more barn-find than Resto-mod hot rod), and drove it the 9 miles or so to Mini Mania. We flogged it on the dyno to 7000 RPM over and over trying to get rid of that dip at the top of the HP graph. Even Don was shaking his head about it staying together! But it did, and it has!
But like Chuck says, this is NOT an engine for long distance travel, or even short distance! I really only take the car out for a little shock and awe now and again, or to give someone a ride. Most of it's use has been for short tire-shredding bursts of fun... I put up that video of some minor parking lot stunts a while back.
Kolsen - What did your Hemi Corvette do on the dyno? And oh yes, the A-series is terribly inefficient between the crank and the wheels. Most 850s less than 20 WHP, most 998s low 20s.... on THIS dyno!
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When I built my 3.0L engine for the Porsche we ran the engine on an engine dyno in an air conditioned sealed room for two days. That was crankshaft horsepower. Even the Porsche we use 15% drivetrain loses.
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51hp 57ftlbs on our 998 built with used parts for $500
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51hp 57ftlbs on our 998 built with used parts for $500
I need to find the dyno runs from when we turbocharged it later.
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I have built similar motors that made 120 real HP at the crank. This measured on a proper engine (water brake) calibrated engine dyno, they are not pretend crank HP numbers extrapolated on a chassis dyno as the UK guys do.
Yes the motor has a 12G940 race head on, but valve sizes are MK1 S. C/R is 11.0:1.
Kevin G
1360 power- Morris 1300 auto block, S crank & rods, Russell Engineering RE282 sprint cam, over 125HP at crank, 86.6HP at the wheels @7000+.
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Must be some pretty inefficient driveline.
Probably that was just talk from your dyno guy eager to make you feel happy.
If your driveline was normal, more like 15%, it would be a more realistic 100 at the crank.
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It's not been on Graham Russell's Froude engine dyno, but he said it would have made around 120+ at crank.
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Took out top N/A Mini there on the day.
It's not been on Graham Russell's Froude engine dyno, but he said it would have made around 120+ at crank.
Note the runs on the day were all using 3rd gear, that accounts for some of the power loss.
Cam is an RE282 with 1.5 rockers. Using 45 Dellorto carb with 38 chokes in it then.
Kevin G
1360 power- Morris 1300 auto block, S crank & rods, Russell Engineering RE282 sprint cam, over 125HP at crank, 86.6HP at the wheels @7000+.
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Kolsen's post about his trip to the dyno made me wonder what kind of numbers the rest of you are pulling. I know that dynamometers aren't as widespread as they are in Great Britain, at least not for our cars. Heck, reading the European car mags makes one think that the Brits put their cars on a "rolling road" when they so much as change a spark plug. I'm envious.
Still, I'm sure many of us have made a trip to the dyno guy. So, what were the results? Be sure to tell us about your build; head, cam, exhaust, carburetor(s), compression ratio, etc. Feel free to provide any correction factors (excuses ) that may apply; elevation, barometric pressure, the dog ate your dyno sheet, etc. I'm particularly anxious to hear from some of the turbo/supercharger guys.
I'll go first...
Found 39 Messages