Morris Minor Owners Club

Hi Folks,

I have a 60s clubmans car (like a lotus seven) and I'm refitting it with a 948cc engine as it was originally built.

Setting the engine in the frame I need to keep the sump level with the base of the chassis as it has little enough ground clearance as it isI would however like to keep the weight as low down as possible.

Does anyone know how much clearence there is in the bottom of the sump of a 948cc engine: i.e. is it possible to take an inch or so out of the sump depth without impinging on the crank at the bottom of the stroke? Obviously I'm lilely to have eto mod the oil pick up pipe too.

Anyone got an engine on the bench at the moment who could check the std clearence?

Many thanks!

Al

Oh it's WELL clear of the crankshaft - no worries there. You will need to modify the pick-up pipe , but not too difficult. You will however be decreasing the amount of oil in the engine quite considerably - may lead to surge on corners - so keep the pick-up low down as possible. And I would use a 19 row oil cooler........ Sounds a good car - let's see some pictures ! Does the 948 have to remain standard - or is it highly modified ??

Excellent. It would also no doubt mean taking a chunk off the bottom of the bell housing and the mating plate, so I will look into it.

Here's a really bad photo of it crammed in the garage:


Chassis and engine

and a slightly better one of the chassis frame:



Early sketches for the body - I'm planning on going for an offset single seater style:



It has a 5 link back end with long trailing links and twin wishbones at the front with Herald uprights, all fully roes jointed.

Current engine is a slightly goosed 948 which I'm using for set up until funds allow for a decent build, either based on this one, or a better startting point if one comes my way at a decent price.

Plans are to take it out to 998 with late Mini flat tops, I have a modified 295 head, cam (probably a 286), lighten the flywheel. Nothing too major (or expensive) balanced but not lightened internals. Current plan is for a Webber 40, but I'm seriouslt tempted by a Reece fish or a Wal Phillips injectr system, just for fun, and to do something different. Twin SUs seem too easy!

I've fitted a 4.5:1 diff.

Progress will be slow and sporadic as kids keep me busy and wife keeps me poor!

Good pin-joined structure there.... I think in the past some used the Minor axle but shortened one side slightly to offset the diff unit and used a Spridget half shaft on that side. A 940 head will be MUCH better (and cheaper than a 295) - and a 40 Weber is too small (only =twin 1.25" SUs) - really twin 1.5" SUs on long manifold with no cross feed pipe is hard to beat.......and yes a 544 camshaft works really well in a high revving 998. And be sure to fit a crankshaft damper and a centre main cap. You won't get much off the backplate/bellhousing - remember there is a flywheel in there!

reasonable points. but, I have a 295 head on the shelf! I think I also have a 240, but that would mean pocketing the block, especially given the cam. getting the CR right might be tricky with a 940 on a 998?

a '45 on a 998 might also be horrid to drive - no bottom end? a '40 should be OK I think as I plan a fair balance between tractability and power - the car will be used on road and track.

and yes, it's a fairly well triangulated frame! as always, the cockpit is less stiff, but the tunnel will be stressed as on a 7.

Seriously - sell the 295 and use a 940 head. Don't pocket the block - just sink the exhaust valves into the head - this head will give MUCH more power than a miserable 295... and the pocketing (and normal head shape mods) will help hold the CR down. I ran a 998 race engine many years ago to pretty much the spec you describe - except I used a genuine Cooper S head on the block - so it had the big 1.4 inlets and larger exhausts - with a 544 and the twin 1.5" SUs. It was an awesome engine - revving to ~ 9000 (I had lightened it as much as possible). A 998 on a 295 head is nothing like as good - I can promise you! Been there - done that. I wouldn't go the 45 weber - far too complex/fraught with problems. The larger SUs are great ! Just don't use the ghastly BMC inlet manifold...

If you ditch the ring gear you can knock quite a bit off of the bottom of the gearbox and slim down the OD of the flywheel, won't you? You'll need to have access to the starting handle!!!


Ali body or GRP?

mocked it up in the chassis, and I think I'll live with the standard sump depth as lowering it too much creates other issues elsewhere, so it will need a (not too large) bulge in the bonnet to clear it, no great problems though as I have complete freedom in that area.

Body sides will be flat alloy, but the bonnet and nose will be a one piece GRP moulding, with another forming the cockpit surround and a seperate tail moulding. Cycle wings will be alloy if funds allow, or GRP if finances don't improve!

engine mounts fabrication underway, and I have a lead on a 998 block.

A 998 block - from a Mini?? No use as an inline engine I'm afraid - but will donate pistons and rods..........

Roy, I'll be selling a 295 head soon, so lay off for a while!!

Don't worry - they always fetch good money on ebay.... i have one I may punt away myself.......
eg http://www.ebay.co.uk/itm/RARE-FIND-NEW ... 4ab6f7709b

Yes they're excellent heads especially if they come complete with valves !!!!!

That one is an absolute bargain.........

bmcecosse wrote:A 998 block - from a Mini?? No use as an inline engine I'm afraid - but will donate pistons and rods..........

No, it's a 948 which has already been taken out to 998.

Don't worry, I wasn't born last night