Morris Minor Owners Club

Please don't "shoot me down in flames" straight away as this is just a theoretical idea.

My convertible is going to be a very long term project due to the amount of rot that will need correcting.

As such, probably like a lot of new owners, I'm just thinging about how I'd like it to be when on the road and any improvements to be incorporated during the restoration. After all no point in rebuilding standard brakes and suspension when you really want telescopic shocks and disc brakes !

I've been debating (with myself in my head) about engine choice.
I've a 948cc A Series in my 1956 Austin A35 and like the unit.
Our everyday car is a 2.0 16v 130 bhp Chrysler auto yet still manages to achieve high 30's mpg with good performance and very low MOT emmisions.
The Morris Convertible is intended to be rebuilt to suit me for many years so I'm thinking about the possibility of a more modern engine as the Chysler has proved that modern technology CAN have benefits.

At first my mind was drifting towards an early 1.1 carb K Series but then decided that the single point injection might be a better idea.
The version I looked at seened to have almost a carb type monopoint injection system and it's got me thinking further about adapting it to fit an A Series.

I know it's not just a simple "bolt on" conversion but has anyone already fitted such a single point injection system to an A Series using parts off a K series (Ford Fiesta is very similar) ?

Paul Humphries.

paulhumphries wrote:Please don't "shoot me down in flames" straight away as this is just a theoretical idea.

My convertible is going to be a very long term project due to the amount of rot that will need correcting.

As such, probably like a lot of new owners, I'm just thinging about how I'd like it to be when on the road and any improvements to be incorporated during the restoration. After all no point in rebuilding standard brakes and suspension when you really want telescopic shocks and disc brakes !

I've been debating (with myself in my head) about engine choice.
I've a 948cc A Series in my 1956 Austin A35 and like the unit.
Our everyday car is a 2.0 16v 130 bhp Chrysler auto yet still manages to achieve high 30's mpg with good performance and very low MOT emmisions.
The Morris Convertible is intended to be rebuilt to suit me for many years so I'm thinking about the possibility of a more modern engine as the Chysler has proved that modern technology CAN have benefits.

At first my mind was drifting towards an early 1.1 carb K Series but then decided that the single point injection might be a better idea.
The version I looked at seened to have almost a carb type monopoint injection system and it's got me thinking further about adapting it to fit an A Series.

I know it's not just a simple "bolt on" conversion but has anyone already fitted such a single point injection system to an A Series using parts off a K series (Ford Fiesta is very similar) ?

Paul Humphries.

Have a rummage around on here:

http://www.bgsoflex.com/megasquirt.html

There is also a forum for 'finished' projects, I'm sure I've seen a couple of 'A' series on there.
With a little ingenuity you could use an SU carb as a throttle body and retain an original appearance.

Phil.

The Minis have had injection for years now on their 1275 A series engines. First Single Point then Multi (2 actually !) Point. Obviously this would fit straight on to any other A series (but best really if 1275) - however, the Mini lads try whenever possible to get rid of the injection and get back to good old carbs !! It's not a very flexible system - when it goes wrong it's expensive.

It might not be necessary to make your own system.

Quite a lot of the A-Series minis made from 1992 (and all from '96) until the end of production had injection. There were 2 types - single point and twin point. The single point was fitted to the posher models from '92 until about '96 I think, then from '96 until 2000 all models had the twin point system. I remember reading somewhere that the SPi system's ECU can be reprogrammed, but the TPi's cannot. A bit of digging on google might confirm this. Bear in mind that both of these systems were designed to work with a 1275cc engine so may need re-calibration to work on a 1098. Neither of the standard Rover systems gave much in the way of extra power over the carb models, however, but there were conversions available to up the power - see this page. Remember that these systems are probably designed to work in conjunction with other emissions control stuff like EGR valves and electronic ignition.

If it's low emissions you're after do remember that the A-series with HIF carb was used with a cat for several years, so injection is not absolutely necessary. It would be an interesting project, though.

EDIT - snap, BMC

Better off with carbs! The SU carburretor is one of the (many) reasons why I like to run a Minor as my daily car.

At first my mind was drifting towards an early 1.1 carb K Series but then decided that the single point injection might be a better idea.

Ask Jonathan as he has done a few `K` series conversions.
http://www.jlhmorrisminors.co.uk/

I know of a throttle body and manifold off a single point Cooper at a probably cheap price!

But injection is hateful. I did see a webpage somewhere where someone sells a kit to basically stuff an injector inside an SU or Stromberg, might be worth looking into if you really want to curse a joy to work on simple old car with hideous electrickery.

Hear hear!!

Indeed - would be an interesting project but would spoil one of the attractions of the Minor - simplicity.

I'd personally keep well clear of the Rover single and twin injection system. As has been stated before it was a pretty ineffectual system designed for emmissions rather than performance enhancement.
Fuel injection will always be more expensive and complicated that its carb counterpart, especially if designed as a one off. I know that the Mini guy's use bike carbs and possibly bike injection systems, however if using the 1098cc motor then I'd stick with carbs.
The 1.1 K series initially used the single point injection system , so don't go for this one, however you can fit the 1.4 inlet manifold with multipoint to provide a much better product. The benefit of injection is a smoother delivery and a torque'r (?)motor, plus good control of ignition and fueling.
My experiences of injection systems both on modern cars and minor's with K power has been a positive one. It is reliable easy to tune for economy and power. Once you have a programme installed its parameters will never change.

As mentioned above, bike carbs would be good.
Very good for power and they work pretty much the same way as SUs do.

Another option would be bike throttle bodies.

In both cases you'd need an aftermarket management system to run these.
'Megasquirt' is one such system that immediately comes to mind.

On a 2nd note, throttle bodies and management are especially popular with the Ford scene at the moment as they're an ideal way of fuelling the modern Zetec engine when shoving it into an old Fiesta/Escort/capri etc.. that may not have had fuel injection to start with.

'Megasquirt' is one such system

And I though it was my neighbours son

Mega JOLT is supposed to work wonders for the A series engine. It allows full mapping of the ignition advance from your lap-top, and seems to make even high-overlap cam engines run very smoothly with great torque. Haven't done it myself - but those who have speak very highly of it. Unfortunately it's still a 'kit' form, and requires some parts to be obtained from the scrappy - and then modified. But when someone starts marketing a ready made package - i will be very interested.

Just to clarify:

Megajolt = Carb management
Megasquirt = Injection management.

If anyone was wandering.

I've heard loads of good stuff about 'jolt' but I can't really see how it works, if the engine is still carb based surely you're still limited to the state of tune the carb is in? I can only imagine it runs the timing side of things a lot better than a normal dizzy system.

Megajolt is ignition timing management - but yes, used with carb engines. The megasquirt adds on injection management.
Yes - the engine is limited by the carb (so improve it!) - but the Jolt lets you get the ignition timing spot on for every condition of revs and manifold vacuum. However - as far as I know - it doesn't have a 'knock' sensor - which is how most modern engines manage the sparks.

Megajolt & megasquirt kits can be bought off Fleabay ready assembled. There are a couple of good guys making them up now.

Go on the megasquirt forum (google it, you'll find it).

To get the ignition function to work (latest megasquirt board can do both) you'll need an Edis coil pack out of an EFI Ford. Loads of them about as fitted to Fiesta's, Escorts, Orion's etc of around H, J or K plate. (early nineties).

Very popular on kitcars, as are bike throttle bodies.

Bike carbs are usually used as a cheap alternative to twin 40 or 45 webber or delorto's suppedsly easier to keep in tune too.

Dan