Completed and ready for fitment;
Gearbox no. 287 rebuilt. I wonder how many people can lay claim to having rebuilt this amount of gearboxes?
South African 1964 1071 S
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
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1312bullnose
- 850 Super
- Posts: 125
- Joined: Sun Mar 15, 2015 6:47 pm
Re: South African 1964 1071 S
Whilst I have rebuilt a couple of Mini engines over the years I felt compelled to do this 1071 S engine build with Dennis Nathan.
What was interesting was that the big end bearing caps were still fastened with the original bolts rather than the later studs and nuts. Dennis was of the opinion that the later studs with the built in locator dowel for the bearing cap was a far better option than to use the original bolts.
A set of S main studs (part no. AEG323) and ARP main nuts set (part no. C-AJJ4013) later and the crankshaft was fitted;
What was interesting was that the big end bearing caps were still fastened with the original bolts rather than the later studs and nuts. Dennis was of the opinion that the later studs with the built in locator dowel for the bearing cap was a far better option than to use the original bolts.
A set of S main studs (part no. AEG323) and ARP main nuts set (part no. C-AJJ4013) later and the crankshaft was fitted;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Next to go in was the new design Nural "low drag" slipper skirt pistons (P21253-00);
Followed by the 544 camshaft;
Followed by the 544 camshaft;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Sub assembly completed;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Fitting gearbox to engine;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
The standard duplex timing gear set was retained with a new timing chain fitted.
Timing chain back plate and fastening bolts ready for fitment;
Camshaft retainer ready to fit;
Pin drive on Cooper S camshaft requires extended oil pump shaft;
"S" Evolution oil pump (part no. C-AEG410) fitted;
Timing chain back plate and fastening bolts ready for fitment;
Camshaft retainer ready to fit;
Pin drive on Cooper S camshaft requires extended oil pump shaft;
"S" Evolution oil pump (part no. C-AEG410) fitted;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Timing gears and chain fitted;
Oil throw plate fitted to crankshaft;
Timing cover, pulley and damper fitted;
Almost there;
Oil throw plate fitted to crankshaft;
Timing cover, pulley and damper fitted;
Almost there;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
As the engine came without a flywheel and back plate assembly I had to search high and low for the correct one. I fortunately came across this Cooper S unit that cleaned up very nicely. One new clutch plate and thrust bearing and we are ready to fit;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Received the drive shafts back. Brand new CV joints fitted;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Fortunately I had a set of 7.5" Cooper S hubs, disks and calipers hidden away. They were well used and needed serious TLC;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
The caliper pistons were really not worth re-using as blisters has appeared under the hard chrome surface. Instead of ordering new ones from the UK a local engineering company manufactured replacement units in stainless steel;
New Timken tapered roller bearings for front hubs;
Installing wheel bearings;
Hubs and calipers completed;
New Timken tapered roller bearings for front hubs;
Installing wheel bearings;
Hubs and calipers completed;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
It is glaringly obvious that although I'm building a 1071 S engine I don't actually have a shell. Ask anyone that knows me; I'm a absolute purist when it comes to Minis but in this instance I had to improvise as a 1071 S shell you don't find around any corner.
The second challenge was finding a mk1 shell of the correct time frame (63/64) especially in Cape Town where Minis rust in front of your eyes. Add to that the fact that I was non negotiable on having a registration certificate (V5C) and that really narrows the field down.
After many months of searching I located a rather sad looking mk1 rolling shell. Positives were that it spent a considerable part of its life on a farm in the Northern Cape (nice and dry!) but included such subtle additions as a tow bar that ended up destroying the boot floor.
Rust seemed to be a non issue and the body fairly straight and mostly dent free. Best part was that it was still registered and in fact started out life as a Longbridge Birmingham manufactured 1964 850.
In my opinion a worthy candidate for a re shell retaining as much of the original integrity as possible.
Stripping to bare shell;
The second challenge was finding a mk1 shell of the correct time frame (63/64) especially in Cape Town where Minis rust in front of your eyes. Add to that the fact that I was non negotiable on having a registration certificate (V5C) and that really narrows the field down.
After many months of searching I located a rather sad looking mk1 rolling shell. Positives were that it spent a considerable part of its life on a farm in the Northern Cape (nice and dry!) but included such subtle additions as a tow bar that ended up destroying the boot floor.
Rust seemed to be a non issue and the body fairly straight and mostly dent free. Best part was that it was still registered and in fact started out life as a Longbridge Birmingham manufactured 1964 850.
In my opinion a worthy candidate for a re shell retaining as much of the original integrity as possible.
Stripping to bare shell;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
Where I used shot blasting on previous builds I decided to use acid dipping on this occasion. The whole process just seemed less aggressive and produced excellent results.
I used a company in Cape Town called Derustit for the acid dipping. It turned out more cost effective and less harmful to the shell.
Straight from Derustit to the panel beaters. Here the entire shell was given a light sand with the orbital sander and afterwards cleaned off with acetone;
I used a company in Cape Town called Derustit for the acid dipping. It turned out more cost effective and less harmful to the shell.
Straight from Derustit to the panel beaters. Here the entire shell was given a light sand with the orbital sander and afterwards cleaned off with acetone;
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1312bullnose
- 850 Super
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- Joined: Sun Mar 15, 2015 6:47 pm
Re: South African 1964 1071 S
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
The entire shell was given a bare metal etch primer on the same day;
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
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Gray
- 998 Cooper
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Re: South African 1964 1071 S
That is such a nice shell, wish we could find them like that. Great thread, I'm enjoying this one! Graeme
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1312bullnose
- 850 Super
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Re: South African 1964 1071 S
We could do a proper assessment of the state of the shell at this stage. It was obvious that the battery box and both driver and passenger foot-wells had to be replaced.
These items were ordered in from the UK and installed;
These items were ordered in from the UK and installed;
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