I've really got to disagree with you Dodgeman. No need for nitromethane or hand grenade engines. In the early 80's using relatively primitive turbo technology, the Renault 5 turbo Group B rally car made 260-270bhp in rally spec from its turbocharged 1400cc 2v pushrod engine...

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Is this his 240hp Ca18de powered sports sedan??? Im yet to see the car Ive heard lots of good things about it though. His old 1200 coupe with A15 was a great little car quite often upsetting bigger capacity and techonolgy cars.

Well I was going to mention two engines that with pushies make lotsa mumba but they are the renault sierra and toyota 3tc.
Both use hemi design heads (allowing 45-48mm inlet valves) with crossflow and high positioned cam with very short pushrods.
In the uk the GTIs are now making 400hp on 50psi and the 3tc in puerto rico are 800hp.
A turbo a12 should make 200hp with specs similar to ferals engine and without the compression of course and keeping enough wall thickness. It should last but the challenge is to make it as lag free as possible and as enjoyable as possible for most importantly our light, well handling, well braking dattos.
Ive driven a well setup kent engined escort mk1 with hybrid to3 and an early wolf setup dynoed at 143hp atw but its torque was heaven. In a datto Ill take 200 pounds of torque over 200 horses anyday.

165 hp is a lot out of a <1600cc.
I would have to assume thats at the wheels.
The BMEP must be way over 200psi.
Does anyone have any info that might lead to an accurate estimate of the HP at the crank??

that IS at the crank. and yes it is alot for a NA 2valve <1600cc engine- its as good as you'll ever get in fact. why would you assume its at the wheels? There's no way was Feral claiming 165bhp at the wheels - hence the clydesdale vs shetland pony analogy...

and you have all the info there to calculate the BMEP - no need to guess... ~89psi btw, which is excellent for a 2v engine.

Correct harry, that was at the crank. The engine dyno was calibrated for standard temp, pressure and humidity.

No idea where this thread is going ...

Anyway, like somebody said above, 200 flywheel hp from a turbo A14 does not sound too far out, but depending on how it was prepared, it may just be a momentary increase of boost that cannot be sustained.

My buddy wants me to do a simple, low boost turbo after Shasta just to see what we come up with.

I assure you it will be low boost, because I'm not spending thousands on Nismo and other race bits just to have a super A-Series.

"...that IS at the crank..."
Oh ok! Thats acutally less then I imagined after the hearing about what the car and its owner achieved in it.

And I agree with you L18_B110, 189psi is a great Bmep for a 2 valve/cylinder engine.

Still, does anyone know the relationship between engine and wheel HP figures for a tuned engine like this one??

sorry, I buggered that up. double that BMEP figure = 178.75psi at max power which is very good for a 2v engine at those rpm (Its BMEP would be higher at the peak torque rpm)

relationship between flywheel and road wheel bhp is dependant on the driveline. fwd cars lose less in the driveline than rwd due to the shorter lighter driveline, and not having to translate the torque.

It depends on the weight of the driveline components and the mechanical efficiency of those components. friction of course increases exponentially with speed, as do side loadings of helical gearsets. In general terms, a percentage figure gives a good approximation of drivetrain losses. 4cyl rwd cars tend to loose in the order of 20-25% in the driveline, and I'd guess this sport sedan had straight cut gears and was built light, so we'll go with 20% loss = 130ish

We all know it can be done it just takes $$$$'s.