Engine - 1098, Initial Tuning
The 1098 (1100) engine has had a lot of bad press over the years - largely because of early experiences when trying to tune the motor brought about problems with the then standard components available - they simply were not up to taking any real punishment as experienced in racing.
See bottom for useful part numbers.
This fallacy was handed down generation to generation like some scary bedtime story. Those that have used the unit in more recent years, employing more capable componentry know what a demon motor this can be. Following is an initial look at what it will do with a little modification - the results compared directly with it's smaller brother the 998 for illustration of the potential.
Abridged History
When the Mini was first conceived it ustilised a de-stroked version of the then quite remarkable 948cc A-series engine.
Gearbox - Limited Slip Diffs, What they're about
Modified engines producing more power generally induce owners to drive with greater verve, particularly when competing in one of the many motorsport disciplines.
Terminology -
LSD - Limited Slip Differential
In fact this isn’t isolated to modified Minis. Owners of relatively standard machinery competing in a discipline or merely out on a country lane blast are subject to the same determination. The more verve/determination applied, the more of a struggle keeping your Mini on the designated track becomes. Generally the problem is down to grip - or more precisely the lack of it.
Suspension modifications and extensive twiddling of geometry settings can provide improvements in stability, both for straight lines and turn in/mid corner performance. But even throwing bucket loads of cash at super high grade dampers, and the odd arm/leg/lung handed over to ‘professional’ chassis tuners doesn’t solve the particular grip problem we’re interested in here - corner exit/acceleration grip, or
Clutch plates - Pre-Verto types.
There are generally three types to be concerned with these days - standard pre Verto, fiber rally/race, and sintered race. All at 180mm diameter.
Standard-type plates. The pre Verto plate has a spring-steel centre section to which is riveted the lining. Between the linings are sprung washers. These take up some of the shock impact of engagement and slight surface imperfections of the flywheel and pressure plate surfaces. Providing a genuine Unipart/AP Lockheed one is used, it will cope with most fast road applications without any problems. This includes almost all road-going standard over-bores (+0.020” to +0.060”) and a vast majority of big-bores (1380/1400). That covers up to 110 bhp and/or 90lb ft. - both flywheel measurements of course!! It is the torque that causes more problems than out-right horsepower. It can also be used in the Verto set-up to improve judder/grip/slip problems experienced when using the 'correct' standard plate...
Engine transplants - gearbox information
A subject worthy of an entire book to explain the whys and wherefores, and also causes much consternation on the part of the transplanter.
Terminology -
BBU - Big Bore Unit
SBU - Small Bore Unit
FD - Final Drive (diff ratio)
A subject worthy of an entire book to explain the whys and wherefores, and also causes much consternation on the part of the transplanter. Much confusion’s spread over which gearbox has the best ratios, is best to use, and with which FD. For a detailed account on this and covering all gearboxes fitted as standard to the Mini, see the relevant separate articles 'Gearbox - Standard production gearbox types'.
Fortunately, when selecting a complete engine and gearbox unit from a Metro, the gearbox will pretty much suit the engine and be easily transplantable whole into the Mini. It shares exactly the same rod-change linkage as the Mini. Difficulties only arise when fitting a rod-change gearbox into a pre-1973 Mini that has the old remote-type gear-change mechan
C-STN17 - MINI SPARES STAGE ONE KIT (998cc only)
Beware: Instructions must be read carefully.
Although the 998/1300 stage one kits are bolt on parts easily fitted by any person with mechanical knowledge, the following must be understood.
My own Twin point by Keith Dodd 1st June 2006
Having now covered 17000 miles in my twinpoint from new it developed bad oil leaks making it a true mini. The rocker cover seals perished along with a diff output shaft seal. The leaks now rectified, Duckhams oil was used to refill the engine.
My own Twin point by Keith Dodd 1st June 2006 making it a true Having now covered 17000 miles in my twinpoint from new it developed bad oil leaks mini.
My own Twin point by Keith Dodd 1st June 2006
Having now covered 17000 miles in my twinpoint from new it developed bad oil leaks making it a true mini. The rocker cover seals perished along with a diff output shaft seal. The leaks now rectified, Duckhams oil was used to refill the engine.
My own Twin point by Keith Dodd 1st June 2006 making it a true Having now covered 17000 miles in my twinpoint from new it developed bad oil leaks mini.
Historical Article - Nov 1991 - A Series EVO L.S.D
When most folk talk about limited slip differentials for the Mini, minds immediately turn to the name "Salisbury". Indeed many think that word covers any LSD for the Mini. This, of course, is not so. The Salisbury diff was designed in the 50's at a time when race cars were not sophisticated, tyres were usually cross-ply with limiting grip due to poor compounds, and tracks were more than "a little bumpy".
Historical Article - Nov 1991 - A Series EVO L.S.D
When most folk talk about limited slip differentials for the Mini, minds immediately turn to the name "Salisbury". Indeed many think that word covers any LSD for the Mini. This, of course, is not so. The Salisbury diff was designed in the 50's at a time when race cars were not sophisticated, tyres were usually cross-ply with limiting grip due to poor compounds, and tracks were more than "a little bumpy".
Historical Article - Nov 1991 - A Series EVO L.S.D
When most folk talk about limited slip differentials for the Mini, minds immediately turn to the name "Salisbury". Indeed many think that word covers any LSD for the Mini. This, of course, is not so. The Salisbury diff was designed in the 50's at a time when race cars were not sophisticated, tyres were usually cross-ply with limiting grip due to poor compounds, and tracks were more than "a little bumpy".
Historical Article - Nov 1991 - A Series EVO L.S.D
When most folk talk about limited slip differentials for the Mini, minds immediately turn to the name "Salisbury". Indeed many think that word covers any LSD for the Mini. This, of course, is not so. The Salisbury diff was designed in the 50's at a time when race cars were not sophisticated, tyres were usually cross-ply with limiting grip due to poor compounds, and tracks were more than "a little bumpy".
Historical Article - Nov 1991 - A Series EVO L.S.D
When most folk talk about limited slip differentials for the Mini, minds immediately turn to the name "Salisbury". Indeed many think that word covers any LSD for the Mini. This, of course, is not so. The Salisbury diff was designed in the 50's at a time when race cars were not sophisticated, tyres were usually cross-ply with limiting grip due to poor compounds, and tracks were more than "a little bumpy".
Historical Article - Nov 1991 - A SERIES EVO L.S.D. Part 2
The cases are machined from steel billets, and all components manufactured to exacting specifications from high grade materials. On the road tests have proven that the bevel gear and plate pack are capable of absorbing 230lh ft of torque in front wheel drive applications. The cross pins are much more substantial than other types.
Historical Article - Nov 1991 - A SERIES EVO L.S.D. Part 2
The cases are machined from steel billets, and all components manufactured to exacting specifications from high grade materials. On the road tests have proven that the bevel gear and plate pack are capable of absorbing 230lh ft of torque in front wheel drive applications. The cross pins are much more substantial than other types.
Historical Article - Nov 1991 - A SERIES EVO L.S.D. Part 2
The cases are machined from steel billets, and all components manufactured to exacting specifications from high grade materials. On the road tests have proven that the bevel gear and plate pack are capable of absorbing 230lh ft of torque in front wheel drive applications. The cross pins are much more substantial than other types.
Historical Article - Nov 1991 - A SERIES EVO L.S.D. Part 2
The cases are machined from steel billets, and all components manufactured to exacting specifications from high grade materials. On the road tests have proven that the bevel gear and plate pack are capable of absorbing 230lh ft of torque in front wheel drive applications. The cross pins are much more substantial than other types.
Historical Article - Nov 1991 - A SERIES EVO L.S.D. Part 2
The cases are machined from steel billets, and all components manufactured to exacting specifications from high grade materials. On the road tests have proven that the bevel gear and plate pack are capable of absorbing 230lh ft of torque in front wheel drive applications. The cross pins are much more substantial than other types.
Historical Article - Nov 1992 - Mini V's Sprite - Historic Sportscar Race - 28-3...
Last year at Willow springs, California the gauntlet was thrown down by Mini Mania, USA, to see which was superior. The front wheel drive saloon, or the rear drive sports car.
When these cars were new there were very few organised races for them to compete against each other and the Sprite MK1 or Frogeye as we know it, because of its headlights mounted on the bonnet, only had a 948cc engine while the early Minis only had 848cc or 1275cc of the Cooper “S”. Times have changed and most Frogeyes...
Historical Article - Nov 1992 - Mini V's Sprite - Historic Sportscar Race - 28-3...
Last year at Willow springs, California the gauntlet was thrown down by Mini Mania, USA, to see which was superior. The front wheel drive saloon, or the rear drive sports car.
When these cars were new there were very few organised races for them to compete against each other and the Sprite MK1 or Frogeye as we know it, because of its headlights mounted on the bonnet, only had a 948cc engine while the early Minis only had 848cc or 1275cc of the Cooper “S”. Times have changed and most Frogeyes...
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