Thinking some more. I take it the MPG is based on the smaller (than imperial) US Gallons? If so can anyone do the maths to convert to Imperial MPG or KM/Litre or L/100km?

B310 weights:
Sedan A12/A14 - 840~870kg (1850-1930lbs).
2 door - 10 kg lighter
Coupe - same as A14 sedan
Estate 915kg (2020lbs)
North America models - add around 350kg!!

Quote:

The "Half" backing plate is for early A12. 120Y onwards is same as A14/A15.

Impressive result for an A14. Can you recap on what you did to the engine and car? eg. tyres, tyre pressures, aero, engine compression ratio, describe the test road (flat, windy etc), etc. Did you use a vacuum gauge to gauge engine load? etc

PS Quote:

Must make for some interesting flavour for next cake!

A little more info dredged up:

"With unrestricted motors:
Previous to the 9500 RPM rev limit rule, NASCAR Nextel Cup engines were producing close to 900 flywheel horsepower. This is when they were spinning up to 10,100 RPMs. Of course, the best teams were making this horsepower, and the independent/small teams were a bit behind.
Here is an approximation of horsepower numbers produced over the years:
2004: 875 (or more) fwhp
2003: 840 fwhp / 750 rwhp
2002: 825 fwhp / 735 rwhp
1998: 750 rwhp / 680 rwhp

All of this data is based on post-race dyno testing posted on jayski.com. All of the teams tend to underestimate and keep their real horsepower numbers a secret (which is why most sites tend to say no more than 800 horsepower)."

I seem to remember reading some years back that they ran very high Comp ratios (15:1 on the restricted engines?) but didn't see this on web.

I don't really follow NASCAR but the engine development/technology interests me. On any NASCAR sites at present there seems to be lots of discussion around Toyota engines (which were let in last year) - seems they have a material BHP advantage.
Quite interesting to see that most of the forum comments I read seemed to be along the lines of "tough luck GM/Ford/Dodge, try harder/back to the drawing board" - I would have expected more parochialism and whinging.

double post

I'm a definite believer.

Remember the Renault R5 Turbos of the '80s. Pushrod 1.4L (same basic design/bore & stroke as A14 as it happens) - 160bhp std roadcar spec. In race/rally spec they got to 350bhp (although I think that may have been when they took it out to 1.7L).

Electrickery has moved on considerably since then too.

If the spline differs to A series 4 speed you probably have a 63 Series 5-speed. Clutch plates for these are as per L series engines (L16/18/20 etc).

Yes I find NASCAR interesting too given the technology is comparable to our Datsun A series. Illustrative too of well over 100hp/litre from 2 valves per cylinder and carbureted.

From my experience I think you'll probably find you need to run race plugs (eg Champion race plug) due to the high compression, or it will misfire. Probably won't need to go as 'cold' as a race engine as you won't be loading it up (full throttle/high rpm etc). Ideally elec ignition but not essential.

... or turn the car itself on its side/upside down! (Keeps the lifters from falling down).

I think it would theoretically possible to retain the lifters with 8 decent magnets (but Murphy's law says 1 will detach then you'll have to go the traditional route to remedy).