Cylinder Head - Unleaded Fuel Use
The specter of 'unleaded fuel only' - instigated in UK on January 1st 1999 and seemingly from decades ago across the rest of the world - seems to be forcing more and more folk into frightened, panic orientated action. And Mini owners are featuring heavily in this.
See bottom for useful part numbers.
The situation not at all being helped by all sorts of conflicting information from 'leaned' sources, such as lead levels in humans has declined greatly since 1935 - despite the rapidly expanding ownership of petrol-burning vehicles. And benzene and toluene used in unleaded fuels are cancerous.
Still, the powers that be are relentlessly forcing through the 'no heavy metals in fuel' bills, not being at all put off by such trivia. Not surprising bearing in mind the complete debacle on the catalytic converter front - the type decided on for world wide and universal use was developed and tested in California!
Cylinder Head - Unleaded Fuel Use
The specter of 'unleaded fuel only' - instigated in UK on January 1st 1999 and seemingly from decades ago across the rest of the world - seems to be forcing more and more folk into frightened, panic orientated action. And Mini owners are featuring heavily in this.
See bottom for useful part numbers.
The situation not at all being helped by all sorts of conflicting information from 'leaned' sources, such as lead levels in humans has declined greatly since 1935 - despite the rapidly expanding ownership of petrol-burning vehicles. And benzene and toluene used in unleaded fuels are cancerous.
Still, the powers that be are relentlessly forcing through the 'no heavy metals in fuel' bills, not being at all put off by such trivia. Not surprising bearing in mind the complete debacle on the catalytic converter front - the type decided on for world wide and universal use was developed and tested in California!
Engine - Identification Data Updated
If you have the engine tag still attached to the engine - just in front/below the thermostat housing - or perhaps the original engine number in the log book then the following should help you determine which engine you have.
For Metro units, see 'Engine - Metro identification data'.
Original engine identification numbers
850cc
8A Austin up to 25000
8MB Morris up to 25000
8AM Austin & Morris 25000 onwards
8AH Austin & Morris Automatic
8AJ Austin & Morris closed circuit breathing
8AK Austin & Morris automatic with closed circuit breathing
8WR Wolseley Hornet & Riley Elf
8AC Moke
85H/101 All variants 1969 onwards
Note: third suffix letter denotes compression type, L = Low, H = High, e.g. 8AM/U/H101 denotes high compression.
998cc
9WR Wolseley Hornet & Riley Elf Mk2, pre closed circuit breathing
9AD Austin, Wolseley Hornet & Riley Elf Mk2 with remote type gearbox and closed
GEARBOX - Limited Slip Diffs, what's available.
‘Salisbury’ is the word banded about by most un-enlightened folk when discussing LSDs for Minis, mistakenly believing the word covers all Mini orientated LSDs. This is grossly incorrect.
Terminology -
LSD - Limited Slip Differential
The ‘Salisbury’ was designed in the ‘50s at a time when racecars were a good deal less sophisticated than today. Tyres were usually cross-ply with severely limited grip due to poor compounds developed ostensibly for rear-wheel-drive cars; the front wheel drive of the Mini being a rarity. And tracks were more than a little ‘bumpy’. Agriculturally built cars needed an LSD designed along similar lines; enter the Salisbury - effectively developed from a tractor diff. High static pre-loads were more than common to help compensate for severe short-falls in chassis, suspension, and tyre design. To all intents and purposes the diff was practically locked up, making the car a real beast to drive.
Injection - Tuning Update 03.14.03
This program of development embarked upon by myself and colleague Mike Barratt (MBE, Lincoln 01522 545189) was instigated by Keith Dodd, owner of Mini Spares centre. His instructions were for us ....
Cylinder Head - Unleaded fuel use
The specter of 'unleaded fuel only' - instigated in UK on January 1st 1999 and seemingly from decades ago across the rest of the world - seems to be forcing more and more folk into frightened, panic orientated action. And Mini owners are featuring heavily in this.
Cylinder Head - Unleaded fuel use
The specter of 'unleaded fuel only' - instigated in UK on January 1st 1999 and seemingly from decades ago across the rest of the world - seems to be forcing more and more folk into frightened, panic orientated action. And Mini owners are featuring heavily in this.
Engine - Identification data
If you have the engine tag still attached to the engine - just in front/below the thermostat housing - or perhaps the original engine number in the log book then the following should help you determine which engine you have. For Metro units, see 'Engine - Metro identification data'.
Original engine identification numbers
850cc
8A Austin up to 25000
8MB Morris up to 25000
8AM Austin & Morris 25000 onwards
8AH Austin & Morris Automatic
8AJ Austin & Morris closed circuit breathing
8AK Austin & Morris automatic with closed circuit breathing
8WR Wolseley Hornet & Riley Elf
8AC Moke
85H/101 All variants 1969 onwards
Note: third suffix letter denotes compression type, L = Low, H = High, e.g. 8AM/U/H101 denotes high compression.
Injection Cars - Tuning up-date
OK, so what's happened to the Min Tec/Mini Spares development program?
It has been a long time between my first few words on basic injection car tuning and these - for that I apologise, but business has been unbelievably fraught this year.
I did promise regular and frequent up-dates, but the best laid plans, and all that… As I said, business has been more than brisk.
OK, so what's happened to the Min Tec/Mini Spares development program? Apart from a whole lot of investigation and repetitive research into what's available currently - not that much. It is all hinging on this forthcoming ECU from this particular company. Unfortunately the company concerned is not run by businessman or automotive engineers. They are electronics whiz kids who are trying to achieve the Holy Grail.
SU Carbs - HIF, a more finely honed instrument
Modern technology continually sweeps its ever-growing arm across all manufactured products and the SU was no exception. From closer scrutiny, and more demanding emissions control the HIF variant was born. So what have they done to improve it over its predecessor - the HS - and is it worth hanging out for? PROS. Integral float - the 'IF' in the new type number HIF. The previous H and HS type carbs with their side-mounted remote float bowls worked fine until used in racing where serious cornering speeds generated enough G-forces to lean-out the fuel mixture. The remedy was to fit a spacer between the float lid and float bowl to raise the fuel level held in it. OK when running, but at idle and rest, fuel would bubble out of the jet - causing bore washing, poor pick-up, and horrendously rich CO mixtures at idle! Fitting the float integral with the carb, directly below the jet hole (port/orifice), eliminated this problem. Jet temperature compensation - This was first aired on HS types
SU CARBURETTORS - HOW THEY WORK
Basic knowledge Even though the SU carburetter (carb) is a very basic yet precise instrument, some fundamental understanding on just how it works is needed to be able to deal with common problems and tuning. Following is as basic a description of what's going on that I can manage! First you need to be comfortable with the main aim of any carb - to supply the engine with a finely atomized fuel/air mixture in the right strength for all operating conditions. This means from idle to flat out and everything in-between. All carbs achieve this using the same method - a venturi or choke (restriction) is used to speed up the velocity of the in-coming air to create a reduction in pressure. This is used to draw fuel from the float chamber via a suitably sized jet hole into the air stream, and hence into the engine. The perfect carb will supply the engine with optimum mixture for both maximum power throughout the full throttle-angle range (variable restriction - as in butterfly and spindle) a
SU Carbs - Poor idle quality
Something that crops up when any modifications are made to an engine - mainly in the form of improving induction and exhaust capability - is that of idle quality.
After applying aforementioned freer-breathing products to enhance power output, many complain that no matter what - including post rolling-road tuning - they can not get a satisfactory, steady idle setting. And this after checking for manifold/gasket air leaks and spindle to carb body play (usual suspect as the spindle wears quite dramatically over several thousand miles). There is one thing that is often over-looked - the air valve found on many later model cars. This sprung-loaded air valve is built into the butterfly, sometimes called a 'poppet' valve or anti-dive valve. It is primarily there to reduce emissions when the engine is on the over-run - closed throttle at speed, i.e. anything other than at idle and gearbox in neutral.
Manx Rally 2022
Manx Rally 2022
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 - May 1993 - EFI - The Continuing Saga
EFl - THE CONTINUING SAGA
It is some time since I reported on the electronic fuel injection and ignition system I have been developing for Mini Spares. Unfortunately I suffered a very stagnant period of too many months whilst a great deal of time was wasted by what I can only describe as the "holier than thou's" in the automotive electronics world. What a bunch of self-opinionated *ssh*l*s!! Far too many empty promises.
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