To comment on the original post, I'm running a 1330 with an MG cam, it's alright I'd say but I reckon that I'd probably do better with a 276, it's fast off the start but I reckon with a lightened flywheel and a 276 I'd be doing a lot better with all round performance. I am wondering what final drive I should be using though.
1310 Or 1330 Pro And Cons Between Both?
Started by
Hegnirst
, Jan 30 2013 08:50 PM
33 replies to this topic
#32
Cooperman
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Uncle Cooperman, Voted Mr TMF 2011
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Posted 02 February 2013 - 05:03 PM
To comment on the original post, I'm running a 1330 with an MG cam, it's alright I'd say but I reckon that I'd probably do better with a 276, it's fast off the start but I reckon with a lightened flywheel and a 276 I'd be doing a lot better with all round performance. I am wondering what final drive I should be using though.
Look at the cam graphs and that will show you the difference in revs to obtain best torque and max. power. The MG cam is probably best as an all round road cam as it enables you to pull from fairly low down right up to 6000+rpm with smooth power delivery all the way. Is this a road car? How much faster do you want to drive on the public roads?
#33
jackx998
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Mini Mad
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Posted 02 February 2013 - 05:11 PM
Righto will check later, it is a road car but I live in the countryside where litterally every road is national speed limit. I'm hoping once my head has been reworked to the spec of my car I can get the most out of my current cam.
#34
Cooperman
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Uncle Cooperman, Voted Mr TMF 2011
- Location: Cambs.
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Posted 02 February 2013 - 06:22 PM
I've always been of the opinion that to get more performance on the road the first thigs to do are suspension and brakes. That is to get the suspension set to a sensible ride height to allow the suspension geometry to 'work' on all types of road and to get all the geometry as accurate as possible. Then get the brakes to work without fading and with little pedal travel. Once that is done give some attention to the weight of the car by taking out unnecessary items.
Now move on to the engine. Get a really well gas-flowed head and set the C.R. to around 10.2:1. Make sure you have the correct size exhaust for your engine size, not an over or under-size one in order to optimise the exhaust gas flow speed.
Gas flow the inlet manifold and do a few 'tweeks' to the carburettor.
Build the engine very carefully and accurately. Then consider a cam which has the best area under the graph within the rev range you want to drive within and that will involve looking at the final drive ratio. If, for example, you don't want to be using over 6000 rpm a lot of the time it is no use getting a cam which gives peak power at 6200 rpm.
Remember, a Mini is a 50+ year old classic in design terms, so don't expect it to be like a modern car. Enjoy it for what it is after you've set it up to run really nicely.
Now move on to the engine. Get a really well gas-flowed head and set the C.R. to around 10.2:1. Make sure you have the correct size exhaust for your engine size, not an over or under-size one in order to optimise the exhaust gas flow speed.
Gas flow the inlet manifold and do a few 'tweeks' to the carburettor.
Build the engine very carefully and accurately. Then consider a cam which has the best area under the graph within the rev range you want to drive within and that will involve looking at the final drive ratio. If, for example, you don't want to be using over 6000 rpm a lot of the time it is no use getting a cam which gives peak power at 6200 rpm.
Remember, a Mini is a 50+ year old classic in design terms, so don't expect it to be like a modern car. Enjoy it for what it is after you've set it up to run really nicely.
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