Your numbers seem to be right inline with the general average when switching from dino to Alky.
If you're going to run only Alky, and stay with the carbs, you could even run it as low as 160P, but in the winter you may have problems with starting.
How's the peppy-ness of it? shouild scream with the higher 14:1 and a cold running fuel.
Have Fun!! Bruce S
The crankshaft is not stock, btw that was replaced with a stronger version years ago. There is the fact it is only a 3 main crankshaft, still but I'm not racing this thing so hopefully it will stand up to the additional stresses.
I've worked with sports cars for years and have rebuilt literally 100's of the A series Morris engines. If this was the 1295 variant i would be much more worried at running so high a compression ratio on it.
I am still hoping for more fuel economy and I may play around with electronic ignition to see if that helps. At least changing the timing curve would be more stable! I am also considering using a re-configured camshaft to tweak the performance # a bit more.
I will be adding 1 or 2 % gasoline to this fuel, primarily to denature it so i can stay legal in this implementation.
As far as adding any form of injection first the costs would be up there and I like the looks and the tinkering required by the original dual carb setup!
One thing about this setup, it will be easy to convert it back to gasoline in the future if i so choose to do so, I'd just have to replace the head with the one i just removed.[ Parent ]
In the UK they came out of the factory with HS2 SU Carbs with AN needles. Removing the springs and filling the dashpots with brake fluid gave a faster throttle response.
Later we started fitting Nicky Carbs, they had a glass pannel in the float chamber. Webber Carbs were very prone to freezing so on alchohol I think they would be a none starter. I have never seen throttle body injection on any A Series engine but I think you can get a retro fit multi-point.
The strongest A Series Engine was the 1071 Cooper engine, it had solid little ends and offset big ends, but before I get told off for going off topic I will shut up and again wish good luck with the project.
Brian[ Parent ]
I found that to get the advance curve correct with the higher compression ratio I had to fit a Mk2 Cooper distributor body (the one without the vacuum advance) to get the right spring rates and bob-weights.
Dyno'ed at 75 BHP at the flywheel but now we're getting even further OT!!
Proper job!! Robin - Down Under (or are you Up Over)[ Parent ]
