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MSE6 - POST 1992 Unleaded Stag

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. Three-angle valve seats in head. Super-quality MG Metro valves modified to increase airflow. MSE6 - POST 1992 unleaded stage 2 (Road Rocket) large-bore head Part No Applications: MSE6, TAM1059, TAM1061, TAM2069, 12G1963, 12G1015, ADU4905 Inlet Valves: 35.6mm(1.401") dia. Original equipment type P/No. TAM1059 Exhaust Valves: 29.2mm(1.150") dia. Original equipment type P/No. TAM1061 Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides: AE Hepolite cast iron P/No. 12G1963 Valve Springs: Nominal 140lb. Max actual valve lift 0.400" P/No. 12G1015 Stem Seals : Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume: Nominal 20cc Combustion chamber volume used to give slight static compression ratio increase over

MSE6 - POST 1992 Unleaded Stag

MSE4 - Post 1992

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. MSE4 - POST 1992 unleaded stage 2 (Road Rocket) large-bore head Part No Applications: MSE4, C-AEG544, C-AEG106, TAM2069, C-AJJ4037, C-AEA526, ADU4905 Inlet Valves: 35.6mm(1.401") dia. Tuftrided EN214N s/steel P/No. C-AEG544 Exhaust Valves: 29.5mm(1.161") dia. Tuftrided EN214N s/steel P/No. C-AEG106 Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides: Magnesium bronze P/No. C-AEA526 Valve Springs: Nominal 180lb. Max actually valve lift 0.500" P/No. C-AJJ4037 Stem Seals: Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume: Nominal 20cc Three-angle valve seats in head. Cooper S size valves with current maximum flow profiles and Tuftrided for durability/longevity when used with unleaded fuel (hence 'black' finish).

MSE4 - Post 1992

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. MSE4 - POST 1992 unleaded stage 2 (Road Rocket) large-bore head Part No Applications: MSE4, C-AEG544, C-AEG106, TAM2069, C-AJJ4037, C-AEA526, ADU4905 Inlet Valves: 35.6mm(1.401") dia. Tuftrided EN214N s/steel P/No. C-AEG544 Exhaust Valves: 29.5mm(1.161") dia. Tuftrided EN214N s/steel P/No. C-AEG106 Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides: Magnesium bronze P/No. C-AEA526 Valve Springs: Nominal 180lb. Max actually valve lift 0.500" P/No. C-AJJ4037 Stem Seals: Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume: Nominal 20cc Three-angle valve seats in head. Cooper S size valves with current maximum flow profiles and Tuftrided for durability/longevity when used with unleaded fuel (hence 'black' finish).

MSE3 -Pre 1992

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. MSE3 - PRE 1992 unleaded Stage 2 (Road Rocket) large-bore head Part No Applications: MSE3, C-AEG544, C-AEG106, TAM2069, C-AJJ4037, C-AEA526, ADU4905 Inlet Valves 35.6mm(1.401") dia. Tuftrided EN214N s/steel P/No. C-AEG544 Exhaust Valves 29.5mm(1.161") dia. Tuftrided EN214N s/steel P/No. C-AEG106 Exhaust seats Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides Magnesium bronze P/No. C-AJJ4037 Valve Springs Nominal 180lb. Max actually valve lift 0.500" P/No. C-AEA526 Stem Seals Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume Nominal 20cc

Cooling - Controlling water temperature

The introduction of the Cooper S proved to be a testing time for the Mini’s systems, but conveniently provide a guideline as to what the standard cooling system was capable of - that used on the ‘S’ was marginal to say the least!

It wasn’t uncommon for many S’s to spew water from their overflow pipes when ever it was doing anything other than a steady 70 miles an hour, over-heating eventually caused through water loss. Perhaps some deductions can be made from the following…

There are a number of elements involved in controlling water temperature. Some confusion over what to sort first when over-heating occurs leads to wasted time and money, and possibly terminal engine damage. Maximum power is usually generated from A-series engines at 70 – 75 degrees C (160 to 170 degrees F). The main problem with this on a road car is the oil’s unlikely to get hot enough for maximum performance – the results outlined previously.

Cylinder head - Min Tec head range

I'm often asked about the range of cylinder heads I do for Mini Spares/Mini Mania, so here's the low-down…

Although the following range of heads accommodate specific fitments - like pre-1992 where by-pass hoses and heater take-offs on the clutch end of the head are used and post-1992 where neither of these exist, and on SPi (single point injection) heads where they don't usually have a threaded hole for the temperature sender - in reality it is easy to convert almost any of them to fit any other engine since holes are easily blocked off - or by-pass hoses not used, water pumps blanked off and drilled thermostats fitted (see articles on cooling/engine transplants). A list of which is what and what to do to each to convert is at the end of this article.

For more in-depth descriptions of the head specs, see article 'Cylinder head - About Min Tec Heads' - basically the valve sizes used have been decided on after extensive and in-depth flow test...

DIY enthusiasts often believe that building an engine to give excellent all-round road performance is beyond them. Mainly from comparisons made between what they have been able to achieve and what specialists say should be achievable from any particular type of engine build.

Generally scrambled further by the non-perfect match of parts and components used between aforementioned specialist and erstwhile DIY-er, and the ritual 'nose-tapping and knowing winks' display of those specialists. Something you can very nearly 'see' even when talking to such folk on the phone - or that inimitable 'ah, yes, well…' So some form of 'black art' is implied. Whilst there is most definitely a degree of 'feel' involved between the real specialist's results and those of just a good engineer - the bones of the deal is subject to no such thing and is certainly within the capability of the DIY enthusiast given the necessary information. And that has been the problem.

Engine transplants - Ancillary parts

Engine mountings are a whizz to fit as the Mini ones fit straight onto any of the other units. Just remove the Metro/AA/1300GT ones and swop the mounts over from the Mini unit. If they’re split, fit new ones, they’re cheap.

Terminology -
BBU - Big Bore Unit
SBU - Small Bore Unit

NOTE: This information covers transplanting large-bore engine units into small-bore engined Minis. For further information for exact differences between pre-A+ and A+ units, see relevant separate article.

Engine mountings and steady bars.
Engine mountings are a whizz to fit as the Mini ones fit straight onto any of the other units. Just remove the Metro/AA/1300GT ones and swop the mounts over from the Mini unit. If they’re split, fit new ones, they’re cheap. If using the AA/1300GT unit - it's advisable to cut off the 'wings' on the front plate that carried the engine mounts on the radiator end.

Modified to give maximum performance gain for cost.

Exhaust seats Latest spec inserts for lead free fuel Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively reworked. Stone-ground finish in ports promotes ultimate fuel atomisation.

Modified to give maximum performance gain for cost.

LARGE-BORE HEAD, 24.5c chambers for large bore motors.

Inlet Valves: 35.6mm(1.401") dia. Original equipment type P/No. TAM1059
Exhaust Valves: 29.2mm(1.150") dia. Original equipment type P/No. TAM1061
Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069
Valve Guides: AE Hepolite cast iron P/No. 12G1963
Valve Springs: Nominal 180lb. Max actual valve lift 0.400" P/No. C-AEA526
Stem Seals: Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905

Chamber Volume: Nominal 21cc Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Smoothed finish in ports - not mirror-finish polished - to minimise drag. Multi-angle valve...

Modified to give maximum performance gain for cost.

Combustion chambers, inlet and exhaust ports extensively re-worked. Smoothed finish in ports - not mirror-finish polished - to minimise drag. Multi-angle valve seats in head. Super-quality MG Metro valves modified to increase airflow. Combustion chamber volume used to give slight static compression ratio increase over standard. Head mods employed greatly increase volumetric efficiency, boosting actual running (dynamic) compression ratio.

Modified to give maximum performance gain for cost.

Combustion chambers, inlet and exhaust ports extensively re-worked. Smoothed finish in ports - not mirror-finish polished to minimise drag. Multi-angle valve seats in head.

Combustion chambers, inlet and exhaust ports extensively re-worked. Smoothed finish in ports - not mirror-finish polished to minimise drag. Multi-angle valve seats in head. Cooper S size valves with current maximum flow profiles and Tuftrided for durability/longevity when used with unleaded fuel (hence 'black' finish). Combustion chamber volume used to give slight static compression ratio increase over standard. Head mods employed greatly increase volumetric efficiency

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Smoothed finish in ports - not mirror-finish polished to minimise drag. Multi-angle valve seats in head. Cooper S size valves with current maximum flow profiles and Tuftrided for durability/longevity when used with unleaded fuel (hence 'black' finish). Combustion chamber volume used to give slight static compression ratio increase over standard. Head mods employed greatly increase volumetric efficiency, boosting actual running (dynamic) compression ratio.

Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively reworked. Stone-ground finish in ports promotes ultimate atomisation. Three angle valve seats in head. Standard Cooper ‘S’ size valves used. Combustion chamber volume used to boost standard compression ratio slightly for given application. Head mods applied greatly increase Volumetric efficiency, boosting actual working compression ratio. Compression ratio needs to be increased on lower compression engines where modified cam is used to maximise potential. Seek advice on what is needed.

Before fitting to engine, ensure block and head mating surfaces are thoroughly cleaned. If fitting to a new/re-machined block...

Cylinder head 2022

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Cylinder heads 2022

Get to know your classic mini Cylinder Heads

Calver's Clinic COOKING OIL This engine oil thing seems to have caught people's attention - which is good as there is nothing like awareness of what is good for your engine. Having done the 'Life Blood' article in Minitech News 6, and what oils to avoid in Mini Tech News 7.

Articles search results for bypass hose

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