Quote:
L18_B110 wrote:
I think its time to get my L16 120Y project underway! it's going in for rust repairs tomorrow :) we'll sort out the L vs A series debate on the track - in the same class.
I'll be using the smallest capacity L block avail in Aus (L16 1595cc) to stay in the under 1600 class and using the heavier 120Y coupe body. If these lighter, oversize A series that apparently have better power/weight and handling can't beat that around a track, they'll have no excuses eh? hehe.
I look forward to Harry's exercise as there is an interesting comparison here. For the exercise I have assumed that all L16's have the same dimensions. [I don't have a book on the A10 Stanza's engine]
The 1608cc A series will run a smaller bore & longer stroke than the L series of the same 'nominal' capacity.
A series 79mm x 82mm Bore/stroke for 1608cc
L series 83mm x 73.7mm for 1595cc The downside is that with even a first oversize bore of 0.5mm [83.5mm] it yeilds 1614cc.
With a second oversize of 1mm [84mm] it jumps to 1634cc. I don't know what the allowance is, but that surely must be pushing it.
The L16 has a theoretical advantage in the valve diameter stakes for the similar capacity as a result of the bigger bore but not necessarily an advantage in the rpm stakes as the little A series buggers can rev quite well when called upon.
There is a presumed disadvantage in the torque stakes with the L's shorter stroke too, but presumption is one thing & dyno results can be another.
The L/B210 combo will be a little heavier than the A/B110 competitor but the cavernous engine bay of the 120Y will allow some optimisation of engine positioning if allowed, helping to redress some of the weight/balance issues.
Let slip the dogs of war & let the battle begin. I know I will be watching with great interest.
Transfer
