6 replies to this topic

[b80ven]

Clubman LS
1977
Hello Mini friends,
I am in the process of restoring a 1977 Clubby which has an 1100S block underneath a 12G940 head. I recently purchased a Kent 286 SP Camshaft in hopes of one day boring the block out to a 1380 for a bit more power. Have there been any other people with a similar arrangement who have gone for this camshaft before ? If so, were you happy with the results, and did you have any problems that I should be aware of ?

I am also hoping to get my hands on a certain inlet manifold designed by Russell from Russell Engineering (Sydney, Australia - which is where I am) which apparently adds 8hp, along with a HIF44 single SU carby.

If anybody has any feedback or suggestions on what else I could / should be doing, I would appreciate it.
Feel free to send personal messages.

Thanks guys and girls.

Regards,
b80ven


Any non-standard parts that might be involved with the problem?

Edited by b80ven, 19 November 2009 - 01:17 AM.

[Guess-Works.com]

If it is a genuine 1100S ( or rather a 1071s ) block, then big bore is not really an option, I believe that even a +060 rebore is stretching the capabilities of the block...

Strip the engine down and check it before you start work...

I'm in the process of building a similar 'short stroker', using the 1071 crank but using an A+ block which has been modified with steel main caps the centre of which is a 4 bolt main. Using the solid wall block means I can safely bore it out to 73.5mm ( same bore for a 1380 ) which will result in an 1160cc engine. Because of the high revving nature of the engine, I'm planning on using a 310 scatter cam, with webbers, but this may be changed to a shorter duration cam, and a supercharger added and injection system in a blow through configuration...

[Cooperman]

If it an 'S' block at 1100 cc it will be a 1071 cc basic block bored to +0.020". That is a very rare and valuable engine and it would be a shame to overbore it more thannecessary for a straightforward re-build. If built as a 1071 'S' engine with a 286 cam and a big-valve head with the correct carburation and exhaust system it will be a really good, high-revving engine.
However, if a big-bore high-capacity engine is what you want you would be better selling the block, crank and piston assembly for a lot of money which would give you sufficient funds to buy either an A or an A+ engine together with the cash to re-build it with all new parts. A 1071 short engine must be worth in the region of £1000 as they really are rare. I'm about to re-build one for a customer and he has paid £500 for the block which is in need of a re-bore, plus £375 for a .020/.020 crank. I have a set of rods which he is buying from me for £150 for the set.
A 1275 block and crank in good condition should cost around £150 sterling.

[Asphalt]

Or, if he's from Autralia, it could be an ordinary 1275cc (marketed as 1100S there) engine
(I don't think there was a '1275 LS' clubby model in the UK?)

Edited by Asphalt, 18 November 2009 - 11:18 AM.

[b80ven]

Thanks for the info guys.
I'm not sure if it's a 1071cc engine.

Yes I am in Australia and have been told that it is a rare engine so perhaps it is a 1071cc ? If I was to include photos, would anybody be able to confirm exactly what it is ? What should the photos specifically show ?

Cooperman, when you say 'more than necessary', for a 'straightforward rebuild', can you be more specific ? I want to use the engine to its peak, not compromising reliability at the same time. I was hoping to utilise the 286SP cam for a bit more torque at high revs.

Guess-works, why would you choose injection over carbs ? It seems like intake is a personal preference thing which seems to have a lot of debate over which one is better... (I suppose there are other threads out there going into this debate).

[rick.spi]

standard injection (rover mems) is not the best in any form of performance, and carbd engines will usually (but not always) be more powerful due to the usability of bits you cant use in the standard injection, eg hot cams wont work in a rover injection unit hense why you have the 274 an injection specific cam, standard mini injection also cannot be remapped. however aftermarket injection is a completly different ballgame and dosnt have no where near as many restictions, in fact it can have many benefits over a carb if the right system is used and is mapped correctly to the engine.

in regards to overboring, people are saying why go to the largest bore on such a rare engine if it is what it is (you may be able to find this out from the engine code). this is so in the future when its gets tired again the block will be savable and can have another rebore, and sleeves if you want even longer lease of life, if you go maximum bore that is effectivly the last time that block can be used without finding some serious solutions.



p.s. nice lil clubby

Edited by rick.spi, 09 March 2010 - 12:08 AM.

[CobraV8]

I could be wrong - but I believe the 1100S - was a Clubman, with normal 1100 motor, possibly twin carbs, twin tanks, doors had quaterlights and windup windows, Group 2 flares and rostyle wheels.



Guessworks - I have a 970S motor, what would you recommend as a cam for it? The head is a 12G940 - will put as big a valve as can fit, cant remember the overbore size but it is a 999cc, Forged Flat Top Pistons, run I think 12.5 or 13:1 compression . Carb is a 45mm Weber Side Draught and exhaust choice of LCB or 3 into 1.

I would like it to really scream again, but make some power lower as well. I previously had a SuperSprint cam, but would like something better, can be lumpier.

I have contemplated a 7 port head as well, so... maybe that would help with cam choice as I believe you avoid Scatterpattern cams with these? This is in the future, but rather than changing cams, I would like to build the motor with this in mind.

Edited by CobraV8, 09 March 2010 - 02:08 AM.