1300 ital

Post by **lukedauvergne** » Wed Mar 11, 2009 7:01 pm

just bought a 1275 from an ital cant wait to fit it but wondering if all 1275 have interchangable parts like could i put a mini head on my ital engine? has anyone ever tryed turbo charging one of these babys?

Post by **PSL184** » Wed Mar 11, 2009 7:11 pm

Yes, MG did it with the Metro Turbo ;-)
A mini (1000) head would have restrictive valve sizes compared to the 1275 so no point to it assuming we are talking standard heads? Best option is an MG Metro (non turbo) head but then the valves won't cope with the turbo so you will need sintered valves from the turbo engine and low compression pistions and toughened crank etc....

Post by **carlt** » Wed Mar 11, 2009 7:13 pm

Hi
Yes you can
For the best 'A' Series Turbo advice have a look at this forum http://www.turbominis.co.uk/forums/index.php
there probably isn't anything about the subject that someone on there doesn't know about [ if that makes sense ? ]
Have a good read and use the search facility .
They can be quite scathing if you don't do your research !
Carl

Post by **bmcecosse** » Wed Mar 11, 2009 9:58 pm

Turbo charging will make it v unreliable. Fit the engine as is - then see if you need more power! The 1275 engine can be developed to ~ 90 bhp without turbocharging or any 'major' modifications.

Post by **toginthemog** » Thu Mar 12, 2009 12:13 am

Gad you pointed that out I remember years ago when a few of my mates started the turbo thing but on a standard head / engine bits just don,t work

Post by **superchargedfool** » Thu Mar 12, 2009 9:00 am

go on.

ital bottom, metro turbo head, and standard metro turb boost and carb etc.

Not big power but would be lots of fun.

My bottom end has taken 10psi of boost for quite a while now, but I wouldn't advise any more than 5 on a standard bottom end.

Post by **carlt** » Thu Mar 12, 2009 10:27 am

there is no reason why a correctly built turbo 'A' series need be less reliable than normally aspirated [ maybe back in the '80s with silly boost ]
Especially with modern technology and the abundance of affordable engine management systems .
Reliability will only be an issue if excessive power is your objective

I believe the current record for a daily driven , 5 port , turbo 'A' series is just over 300 bhp [ with nitrous ] - this is obviously a figure attained on one rolling road run up - not the daily power output , but it still gives an idea how strong a well built , 3 bearing , 5 port 'A' series is !

Carl

Post by **superchargedfool** » Thu Mar 12, 2009 12:18 pm

here here

Post by **Kevin** » Thu Mar 12, 2009 1:38 pm

carlt wrote:I believe the current record for a daily driven , 5 port , turbo 'A' series is just over 300 bhp [ with nitrous ] - this is obviously a figure attained on one rolling road run up - not the daily power output , but it still gives an idea how strong a well built , 3 bearing , 5 port 'A' series is !

Carl

Good grief what car was that fitted into.

Post by **bmcecosse** » Thu Mar 12, 2009 2:46 pm

There are some extremelyy powerful Minis about - but the engines (and the transmissions) don't last long! If you really want a boosted engien - supercharging is much kinder and much nicer to drive with extra power all through the range. But don't expect it to be inexpensive !

Post by **superchargedfool** » Thu Mar 12, 2009 4:27 pm

But don't expect it to be inexpensive !

unless you dont mind dirt under your finger nails regularly.

Post by **bmcecosse** » Thu Mar 12, 2009 8:15 pm

Just buying the bits will be expensive - I had assumed self installation anyway!

Post by **MartinB** » Thu Mar 12, 2009 9:44 pm

Whether a turbo engine is nice to drive depends upon how it has been put together and whether all the parts match (cams, turbo spec, porting, exhaust, amount of boost), the control system is set up correctly (not just ECU but waste gate, dump valve and the location of the throttle plates in the intake system) in fact the whole design of the engine.

I also believe a turbo system is kinder to the drive train than a supercharged system and is more likely to put the power down in a rear wheel drive car, as with a small amount of lag (and I really mean small), the car can settle on the rear suspension as the boost builds helping the tyres grip, where as instant huge power can end up just as tyre smoke with no time for weight transfer.

Just slapping a massive turbo on a normal atmo engine will never give good results.

I originally thought about supercharging my Minor but am so glad I turbo'd it as it is a massive amount of fun and I think more rewarding when driven properly.

Post by **lukedauvergne** » Sat Apr 25, 2009 4:11 pm

does anyone no what this is and were the pipe off the tops supposed to connect?<br>

<br>

Post by **MarkyB** » Sat Apr 25, 2009 5:30 pm

It should connect to the air cleaner, it's the engine breather.
Ow, got a crick in my neck

.

Post by **lukedauvergne** » Sat Apr 25, 2009 5:31 pm

thanks for your help.

Post by **Kevin** » Sun Apr 26, 2009 7:56 am

So the engine has been fitted to a Moggie before as thattiming chest breather has been modified to give fan clearance hence the D shape rather than the original round one.

Post by **Longdog** » Sun Apr 26, 2009 7:56 am

This is the flame trap that allows the engine to breathe.Where it goes is very open to debate but originally it was connected to a pipe on the H.I.F carburetor.I am currently trying this as I have had trouble with K&N style filters blocking with oil vapour and causing backpressure in the sump.When this happens oil is blown out of the rear crank journal.And it smells oily.

Post by **rayofleamington** » Sun Apr 26, 2009 10:37 am

The 1275 engine can be developed to ~ 90 bhp without turbocharging or any 'major' modifications.

There are a fair few Minors out there with well over 100bhp from an A+ normally aspirated engine. If you've ever had a ride in Cam's 1340 you'll no doubt agree how much fun they can be.

Turbocharging will increase your insurance premium much more than it will increase your bhp...

Post by **Kevin** » Mon Apr 27, 2009 12:14 am

This is the flame trap that allows the engine to breathe.Where it goes is very open to debate but originally it was connected to a pipe on the H.I.F carburetor.

That also applies to the Midget engine as well when fitted with a HS4.