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Total 16 documents matching your query.

1. B on the Dyno (score: 1): Author: Eric <eric@erickson.on.net>; Date: Thu, 29 Nov 2001 00:30:45 +1030; Ok, I put the poor old 'B on the dyno today and I am still analysing the results. I was actually quite disappointed with what I saw but I am sure I am not really reading them quite correctly just yet; /html/mgs/2001-11/msg00581.html (7,836 bytes)
2. Re: B on the Dyno (score: 1): Author: "James H. Nazarian, Ph.D." <microdoc@zoominternet.net>; Date: Wed, 28 Nov 2001 11:02:02 -0500; Hi Eric: One good lesson I have learned over the years is that not all horses are the same size, and it shall follow that not all horsepowers are either. Jim microdoc@zoominternet.net 1960 MGA 1600 V; /html/mgs/2001-11/msg00589.html (8,470 bytes)
3. B on the Dyno (score: 1): Author: "Brinkman, Gerardo V" <GB127167@exchange.DAYTONOH.NCR.com>; Date: Wed, 28 Nov 2001 14:36:13 -0500; I have always been dubious of the horsepower figures quoted by MG and others of that time period. I had '63 B with a fairly new stock engine rated by MG at ~95Hp. I also owned at the time a VW GTI w; /html/mgs/2001-11/msg00594.html (8,732 bytes)
4. Re: B on the Dyno (score: 1): Author: Max Heim <mvheim@studiolimage.com>; Date: Wed, 28 Nov 2001 12:04:11 -0800; You are correct in your conclusions, but the explanation is the difference between SAE "gross" and SAE "net" horsepower. The former was commonly used into the early 70s, and basically measured the ba; /html/mgs/2001-11/msg00598.html (10,289 bytes)
5. Re: B on the Dyno (score: 1): Author: "Leigh Egbert" <L_Egbert@Bellsouth.net>; Date: Wed, 28 Nov 2001 14:17:44 -0600; MG vs than The main difference in reporting the HP figures is in the 60's and earlier they used a gross measurement ( no accessories, open headers, etc) like you would get on an engine dyno. Plus th; /html/mgs/2001-11/msg00602.html (9,449 bytes)
6. Re: B on the Dyno (score: 1): Author: Bullwinkle <yd3@nvc.net>; Date: Wed, 28 Nov 2001 14:56:31 -0600; There is a very good book "The Sports Car Engine" by Colin Campbell that gives much information about tuning small English engines. The relevant section also discusses the resonance in an induction; /html/mgs/2001-11/msg00605.html (8,784 bytes)
7. Re: B on the Dyno (score: 1): Author: Max Heim <mvheim@studiolimage.com>; Date: Wed, 28 Nov 2001 13:40:45 -0800; It wasn't me that was induction tuning (it was Eric), but that's good info. Though it looks like it would be hard to tune for "low-end grunt" -- that 42-inch ram pipe would look pretty funny sticking; /html/mgs/2001-11/msg00607.html (9,720 bytes)
8. Re: B on the Dyno (score: 1): Author: "Rick Lindsay" <ROLindsay@Emeraldgrc.com>; Date: Wed, 28 Nov 2001 16:05:46 -0600; The discussion continues... info. Though Look at the curved tubes on a modern BMW some day. They arch all the way across the center of the engine bay. Being about 13" long, that tunes them at the red; /html/mgs/2001-11/msg00608.html (9,410 bytes)
9. Re: B on the Dyno (score: 1): Author: "Rick Lindsay" <ROLindsay@Emeraldgrc.com>; Date: Wed, 28 Nov 2001 16:16:12 -0600; Its also worth saying that tuned induction or exhaust only provides any usable benefit with individual runners. That is, when cylinders do not share carbs or exhaust headers. Two DCOEs will tune up n; /html/mgs/2001-11/msg00610.html (8,109 bytes)
10. Re: B on the Dyno (score: 1): Author: Eric <eric@erickson.on.net>; Date: Thu, 29 Nov 2001 21:16:05 +1030; Darn, Hans is having problems with his website! I was going to point out my headers for you (he had an picture of the actual header on his website... I hope you get it up and running again soo, Hans; /html/mgs/2001-11/msg00624.html (8,248 bytes)
11. RE: B on the Dyno (score: 1): Author: Emjaxfl@aol.com; Date: Thu, 29 Nov 2001 09:27:45 EST; Greetings All, To answer Eric's specific question, I pulled out my copy of Peter Burgess' book. It seems that the switch to the 1.75 inch SUs would be in order when one wants to spin the engine up to; /html/mgs/2001-11/msg00633.html (8,265 bytes)
12. Re: B on the Dyno (score: 1): Author: Eric <eric@erickson.on.net>; Date: Fri, 30 Nov 2001 10:18:44 +1030; Yep, this is the sort of feedback that I am after (hey, I am interested in ALL feedback and discussion though). I am at the stage where I really want to fine-tune what I have rather than just throwin; /html/mgs/2001-11/msg00660.html (9,245 bytes)
13. Re: B on the Dyno (score: 1): Author: Eric <eric@erickson.on.net>; Date: Fri, 30 Nov 2001 13:10:18 +1030; I am running a Pertronix. Hey, I haven't gotten past fuel and air and now you want me thinking about spark :-) Yep, that comes into the mix too. -- Eric '68MGB MkII Adelaide, South Australia /// ///; /html/mgs/2001-11/msg00664.html (7,893 bytes)
14. Re: B on the Dyno (score: 1): Author: James Schulte <schultejim@prodigy.net>; Date: Thu, 29 Nov 2001 23:49:11 -0800; Reason I asked is I'm running a Petronix with a 25D and have K&N 's on my Twin HIF4's. It seems to breath much better then it did when it had the pancake filters I was using previously and the Petro; /html/mgs/2001-11/msg00671.html (8,203 bytes)
15. Re: B on the Dyno (score: 1): Author: Eric <eric@erickson.on.net>; Date: Fri, 30 Nov 2001 16:14:45 +1030; Thanks Jim... yep I am running the same (Pertronix and 25D). I have just started sourcing horns and filters (I'll uprate to a #6 needle - I am running 5's now). Once I try those I will dyno it again; /html/mgs/2001-11/msg00673.html (8,692 bytes)
16. Re: B on the Dyno (score: 1): Author: <paul.hunt1@virgin.net>; Date: Fri, 30 Nov 2001 09:09:09 -0000; Quoted HP occurs at a specific rpm. The acceleration performance of a vehicle depends on the area under the torque curve. In the 70s there was a bit of an HP battle between BLMC and Frord. The latter; /html/mgs/2001-11/msg00678.html (7,852 bytes)

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