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Would appreciate some input. 1100, 12G295 head, Evo 1 cam, single 1 1/2” SU. Am contemplating the Cooper Freeflow manifold or the small bore LCB. I have a large bore LCB but am thinking the too large diameter might be detrimental to exhaust gas scavenging. Any ideas? Thanks in advance

I have a cooper Freeflow on my 1100 with 295, twin carbs and 997 profile cam. Works alright but doesn’t bark like I want it to. I’m going To swap out for an LCB.

Keith Calver recently posted an 1100 of his making 112% over standard with the mods, which included an LCB.

Sounds good. It just seems the larger bore LCB is not suitable for small bore engines

https://russellengineering.com.au/proje ... -bore-pt3/

Contrary information about small bore and LCB

Thanks for reminder on this article. Better take the time to check lift on each individual valve.

The CST 1098 build is +80 with a 202 head to CST2005 spec running latest Russell/Calver cam and 1.33 CST rockers. The inlet is Maniflow specially commissioned to fit H4s to the 202 inlet ports. Exhaust is small bore Maniflow LCB. The car will use Maniflow straight system although the dyno used RC40. Lots of other internal mods to block oil/waterways and other gubbins (not to mention gearbox)

Didn’t use the 295 head as better results obtainable from CST modified 202. And its using the original 998 dizzy, albeit rebuilt, with redesigned curve, no vac and electronic module.

If you go LCB suggest you do not use the standard size Maniflow, get the smaller one direct from them. Although the Maniflow free flow is likely as good unless going really eccentric.

Both Russell and Keith were pleasantly surprised by the results. Expect better still by using older original KC developed MSC inlet and single SU, but I wanted H4s

Nerus63 wrote: ↑Mon Dec 18, 2023 10:59 pm The CST 1098 build is +80 with a 202 head to CST2005 spec running latest Russell/Calver cam and 1.33 CST rockers. The inlet is Maniflow specially commissioned to fit H4s to the 202 inlet ports. Exhaust is small bore Maniflow LCB. The car will use Maniflow straight system although the dyno used RC40. Lots of other internal mods to block oil/waterways and other gubbins (not to mention gearbox)

Didn’t use the 295 head as better results obtainable from CST modified 202. And its using the original 998 dizzy, albeit rebuilt, with redesigned curve, no vac and electronic module.

If you go LCB suggest you do not use the standard size Maniflow, get the smaller one direct from them. Although the Maniflow free flow is likely as good unless going really eccentric.

Both Russell and Keith were pleasantly surprised by the results. Expect better still by using older original KC developed MSC inlet and single SU, but I wanted H4s

Does the small bore LCB give that distinctive “bark” that you get from a typical Maniflow LCB on a 1275? I really miss that sound with the Freeflow.

I’ve got a similar 1100 engine (+080 flat tops, worked 202 head similar to CST2005, 266 cam etc). I’ve been using the freeflow manifold and haven’t had any issues

If I got a new one I’d try a small bore LCB, only for the reason mentioned above that the exhaust sound could be better and it’s the only different part to a friends mini

My 998 race engine with LCB sounded very different to my 1293 with LCB, both ran the same carb and gearbox. The 998 sounded more like an Imp or Vtec

I’m afraid I can’t comment on the ‘bark’ yet as the unit is in a crate due to be shipped from CST. I just went with what Keith advised would work well with my application.

I have been using the Cooper Free flow on my 998 units. Since finding my first set of 998 press fit rods and flat top pistons they have been my go to set up. Bore + .060, zero deck, SW5 or Kent 266. A 295 cyl head with cast guides, OS late triple groove valves with hard seats. Intake is std twin 1 1/4 SUs. That's where I ran into issues last time. Maniflow failed to bevel the center pipe flange. I know it's my fault, I received several headers and sent them right out to my exhaust guy. He has a huge belt sander and checks that the flanges all line up. Then they went to ceramic coating. Mounting the first one I did not notice the center flange. It was holding the intake off enough that the engine would not start. It almost drove me crazy, clearly a short trip from time to time. I have an engine test stand, on which I always use the same header and exhaust to reach outside the overhead door. O2, OP, water temp, timing, vacuum, yes everything had been perfect on test stand. The issue did not show up till unit was in car. Once removed and beveled a little VHT paint and all was well again. I have a 55 gallon drum full of header parts collected over the years. Big bore, small bore three into one even a couple of the vortex ones. I still feel the free flow is my best bet for small bore units. Steve (CTR)

At last. Mini on the road again, weather is quite decent lately. About the “sound” of the LCB on small bore engine versus the Freeflow manifold. I honestly cannot discern any difference in sound between the two. And there is definitely no “bark” when using the LCB. Although, I’m still using the large diameter exhaust and RC40 from when I was running the 1275. So perhaps the exhaust sound is being swallowed up by the large exhaust. Not sure and not concerned really. Have no rolling roads here but it feels better than before. Swapped 12G295 head for 12G202 with minor mods and bigger intake along with the LCB. But no bark

Maybe that bark is a 1275 thing.

How’s the engine go though?

I’m quite happy performance wise, has a lot of torque for a small motor. I had to switch from the 295 head because of a crack. The 202 only has a larger intake and was debeaked a bit but I purposely wanted to leave ports standard size. I think the BMC guys knew what they were doing with head design as far as port velocity etc. It’s a sweet running motor. It feels stronger than a stock 1275 but of course maybe the Evo1 cam has something to do with that . It’s nice, nothing radical, sounds good at idle