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PostPosted: Sat Jan 13, 2018 11:58 pm 
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Location: DERBYSHIRE
I'm sure that many of you late 40...early 50 year olds will relate to this ;)
Soon after passing my driving test in the mid 80's it wasn't long before I'd been to the local scrap yard and purchased the head and carbs from an MG 1100 for 20 quid, skimmed .060 and fitted to my 998 clubman. This improved performance slightly, but still struggled to keep with the boys in the 1600 sport Escorts and X flow XR 2's. The next move was to go to 1275 GT..with a LCB and decent inlet...a massive step in performance, but still couldn't quite keep with the lads in the RS 2000's or Golf GTI's. Then came the Pug 205 1900cc GTI's and 16V Astra's......we thought we were doomed....but..with the help of the Vizard book there was hope ! There seemed to be no substitute for capacity, so 74mm bore, 84mm stroke ( 1445cc ) was the cost effective way to go ( for a power hungry teenager ! )...290-300 degree duration cam, 11.5 to 1 compression ratio, 37 / 39 ? x 31 valve head, 45 Weber...
This combination, coupled with a 3.1 diff and 13 inch wheels could give a 16 Astra a good run up to 100 mph plus in the late 80's and surprised most trendy sports hatch's. I ran my 1445 as an everyday road car for the best part of two years ....probably about 15,000 miles without any problems. Pics of our 1445's from late 80's to follow.......... :D


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PostPosted: Sun Jan 14, 2018 12:06 am 
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Following


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PostPosted: Sun Jan 14, 2018 12:29 am 
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Location: DERBYSHIRE
More to follow...


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PostPosted: Sun Jan 14, 2018 1:24 am 
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Immediate thoughts are how the hell did you manage to afford to insure a Mini with those kind of mods at that time as a teenager ? !! Your parents must have had deep pockets.
A stock 1275GT from memory was group 5 or 6 (on the old 1-9 scale),a 1275S don't even dream about it. And as for heavily modded engines in standard Minis ...you've got a DCOE on it ha ha ha !! Adrian Flux were the only lot that would even stay on the phone.
But then I lived in Dartford then,so out in the boondicks who knows.
I also think you've got a comfortable pair of rose tints on if you honestly believe you could be in the same postcode as a 1.9 205GTi in half-kosher hands. And the 5GT Turbo brigade and their boost mods. By the early nineties I needed a reliable go-kart that could do 20K miles a year so the Mk2 Golf 16V was the best compromise.


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PostPosted: Sun Jan 14, 2018 1:28 am 
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Been there, done most of that.... :lol: :lol:

Never went the long stroke route myself. The ADO16 was plentiful in the scrap yards near me at the time, so up there with 20 quid and a couple of hours on a Saturday would have a complete 1300 unit in the garage stripped by Sunday night. Bored out and honed on mates rates to either 73.5 or 74mm depending on what pistons were available (and cheap) at the time, fitted with new bearings for the crank and the cam, block skimmed, drilled for the extra studs if it wasn't already and returned Tuesday. The rods were all lightened, polished and then shot peened by another mates rates guy and the weights I set at work on the end to end scales.

Took the head to work on Monday, cleaned, new guides and seats cut and faced in the machine shop then on to the porting and flow bench room. I did the rough cuts to the ports and chambers after work and Phil (the porting and flow guy) would clean them up, balance the chamber volumes and finish the ports and then check them on the bench. Another chemical wash, new valves lapped in (pretty sure we only used 37x31) and then another wash. This took until Thursday, so Thursday was always a late night, build up short engine, cam timed etc. head built up. I would only use the BL 544 cam profile, mainly because I had a distributor set up that worked and used the vacuum capsule from the mini 1000 and the cam set to give 26 degrees of centrifugal advance (usually by welding up the end of a 14 or 15 cam and filing it back...). I preferred using the internal bits and external amplifier from the 45D distributors because it worked and was not a pain to set up and keep set up like the points are. Had another mate who worked at Lucas who got the parts on discount and got me the springs and vacuum capsules.

You will be able to recognise one of ours, the engine number is stamped on the inside of the block by the front main cap and on the cylinder head on the exhaust face. The rods had the centre of the cap machined with a groove through it and the resultant U shape was then radiused to follow the big end centre. These were all stamped with the cylinder number, PJ and the last 3 digits of the engine number. The cam was stamped PJ and the last three digits of the engine number as well.

The distributors were all cleaned off and stamped SS 1/544.

The first three we did were for ourselves, however word got around and we must have done about forty units over a two year period in the early eighties. I think we did the last one in 1986. By then it was getting harder to source the core units and we had less time to spare so it all sort of stopped. Some went into Metros, most to Minis. One went into an Allegro which belonged to a long time friend whose mother had bought the car for him and his brother and sister to learn to drive in and drive after their tests so the did not ruin her car. It was a horrible thing, 1100cc, slow as. We did the change over on a Saturday and his sister was due to take it to a party on Sunday. Somehow he missed telling her it had a bit more 'get up and go' than it used to have, boy, was she surprised... :D

We put one in a Maestro van (the works van of the mate who did the boring for us) and got a bollocking from the owner because his fuel bill and tyre bill was going the 'wrong way'. He did admit it was a much nicer thing to drive though.... It would if you launched it right out drag XR3i's when it was empty, similar power and less weight. If you were a bit ham fisted you just had lots of wheelspin and tyre smoke...

Life in less complicated times... :) ;)


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PostPosted: Sun Jan 14, 2018 8:59 am 
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Simpler times indeed


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PostPosted: Sun Jan 14, 2018 10:15 am 
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Location: DERBYSHIRE
LDR209H wrote:
Immediate thoughts are how the hell did you manage to afford to insure a Mini with those kind of mods at that time as a teenager ? !! Your parents must have had deep pockets.


Very foolishly, at the time we thought that some of these these ' minor modifications ' didn't need mentioning to our insurance providers......this left more money in our pockets for long stroke cranks and S rods.... :shock:
Stupid, I know :oops: ..........the older you get, the wiser you get :?


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PostPosted: Sun Jan 14, 2018 11:38 am 
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Location: UK
Slightly OT, but talking of insurance.

Back in 1991, I decided to fit some Minilife alloys to my Mk2 Cooper. I had it insured on a collectors car policy with Norwich Union, who I worked for at the time.

I told them of my plan and they wanted to load the policy by 50% because it made it 'more desirable' :roll:

Guess what.......I said I wouldn't bother fitting them, but did anyway. Subsequent insurers were not in the least bit bothered by them.


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PostPosted: Sun Jan 14, 2018 11:49 am 
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Joined: Thu Aug 08, 2013 3:16 pm
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I hated novas and would race anyone I came across. Sr's and sri's were fair game but gte's were more difficult and you had to pick your battles more wisely. No straight roads for sure!.

Someone who posts on here was famous for showing a bloke on a big motorbike exactry what a tuned up mini could do on our local bypass. Un fortunately his finIslington touch was to blow the diff out the back of the gear case. ..........

We nevery used ton own up about any modifications but to be fair I doubt the paperwork would have kept up with the changes!!!!

I had an 1100 special and claimed that as it had factory fitted alloys and was a 'special' I could do anything to it!

_________________
should you wish, you can contact me on rich@minispares.com

'long beard boss'


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PostPosted: Sun Jan 14, 2018 12:18 pm 
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Joined: Tue Feb 09, 2016 11:30 pm
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I had a MED 1380 in my mini van, great fun everywhere....


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