28 replies to this topic

[Minigman]

In my 1960 mk1 I’m running a 1132cc (1098 + 40 thou) engine.

It retains the HS2 carb on the standard cast manifold and “microbore” 850 exhaust.

The head is a 202.

And the cam is a standard AEA630 as I wanted torque not top end power necessarily.

As you can see from RR print out the torque is not bad at 60 lbft but it drops away very quickly after 2800rpm and 42.5 bhp isn’t massively impressive either.

I’d really like to retain the original look of the engine as much as possible so can you make any suggestions to hang onto that torque longer? The cam when used in the original 1098 maxed out nearer 4500rpm I thought.

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Edited by Minigman, 04 May 2020 - 12:55 PM.

[Minigman]

I’m guessing it’s cam related.

Does anyone know the curve for the MD256 as that was a thought. It’s not published in Kent’s catalogue. Or would the SW5 be better?

[DeadSquare]

They used to say of the 1100 engine "All talk and no go".

 

As you'd like to retain the look, about all you can do is have the head gas flowed and the manifold polished, because, if you go for a hotter cam, you will loose some of the bottom end torque.

 

Mr. Dodds has had some experience with 1100 engines, so may I suggest that you contact him directly.

 

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ACDodd Member Since 09 Nov 2009
Offline Last Active Today, 09:16 AM

 

[mini13]

mmm, could try retarding the cam a couple of degrees and see what happens, but i thint the manifolds and exhaust might be strangleing it.

[cal844]

The exhaust and carb need changed, they will be restricting it

[Minigman]

mmm, could try retarding the cam a couple of degrees and see what happens, but i thint the manifolds and exhaust might be strangleing it.

Yeah I’m sure you’re right on the exhaust and manifold. I’m not sure what the bore if a standard 1100 exhaust would have been but assume it was a tad bigger than my 850 pea shooter.

[Minigman]

The exhaust and carb need changed, they will be restricting it

I’d agree on the exhaust but I think the HS2 is good for at least another 15bhp and I don’t think it will be dropping the torque curve out after 2800rpm, I’m pretty sure that’s the cam.

[Minigman]

<p>
They used to say of the 1100 engine "All talk and no go".

As you'd like to retain the look, about all you can do is have the head gas flowed and the manifold polished, because, if you go for a hotter cam, you will loose some of the bottom end torque.

Mr. Dodds has had some experience with 1100 engines, so may I suggest that you contact him directly.

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ACDoddMember Since 09 Nov 2009
Offline Last Active Today, 09:16 AM

No doubt AC has an answer.

[luismx123]

 

The exhaust and carb need changed, they will be restricting it

I’d agree on the exhaust but I think the HS2 is good for at least another 15bhp and I don’t think it will be dropping the torque curve out after 2800rpm, I’m pretty sure that’s the cam.

 

oh no... I mean, I dont have the correct answer but from reading books about this topic, you need about 2-2.2cfm per hp. the hs2 only flows 100ish cfm so your power is already hampered by this, without taking the manifolds into account. youre limiting the engine with the hs2 for sure...

[Minigman]

Yes I’m definitely limiting the max possible potential by keeping the HS2. The whole point was about stealth. Giving the appearance of a standard 850 whilst getting the most out of it. I could just go with twin HS2s which would be very nearly period correct but I’d lose the appearance. I think the head being sorted is the first thing and as DeadSquare says the manifold next. But if I change the cam too then I may hold on to the torque for longer also. Not sure.

Off the line currently it will give a standard SPI a run for its money but runs out of beans by 40mph.

Edited by Minigman, 04 May 2020 - 04:07 PM.

[whistler]

I’m guessing it’s cam related.

Does anyone know the curve for the MD256 as that was a thought. It’s not published in Kent’s catalogue. Or would the SW5 be better?

If you want to keep the expense down go for a Minispares evo001 cam and find yourself a 12g295 head and a 1.5" HS4.

I've gone the expensive route with a piper BP255 and a Calver head. All for low down torque.

[Minigman]

I’m guessing it’s cam related.

Does anyone know the curve for the MD256 as that was a thought. It’s not published in Kent’s catalogue. Or would the SW5 be better?

If you want to keep the expense down go for a Minispares evo001 cam and find yourself a 12g295 head and a 1.5" HS4.
I've gone the expensive route with a piper BP255 and a Calver head. All for low down torque.

You know me Vaughan. Never go about things the easy or obvious way!

I’ve got a 295 head to go on once it’s sorted but the HS4 is a no go for me.

Whatever improvements I make it needs to be hidden apart from the exhaust diameter which seems inevitable to be larger than 1” or whatever the standard is.

Money wise - it’s only money and I can earn more lol. I’m not a tight budget particularly.

Edited by Minigman, 04 May 2020 - 04:12 PM.

[imack]

You could try vizarding the carb to try and get some more flow from it. Not sure how good the standard air filter and elbow are though.

[Minigman]

You could try vizarding the carb to try and get some more flow from it. Not sure how good the standard air filter and elbow are though.

I had thought about that and I started to talk to Andrew (Retroman) but he’s since disappeared. I’m running a K&N filter already and thought about adding some discreet additional holes. I’ve been reliably informed that the HS2 will go to about 60bhp as used on the Austin A60. The general feeling was that a Vizarded carb was harder to set up as the air/fuel mix was harder to achieve mid throttle.

Edited by Minigman, 04 May 2020 - 06:16 PM.

[Spider]

A 'stock' 1100 is better than that.

 

2 questions here;-

 

While it's a standard build (and I really get that), was the cam checked for wear and timed in ?

 

What's the CR ?

 

OK, sorry, that's 3,,,

 

Here's a set of curves from a stock 1100 engine;-