As you know from our previous posts, we have a problem with our 848cc engine, it having a knock. So, if we are going to the trouble and expensive of another strip down, we might as well do this to a 1275.
Robert managed to drop on an ADO16 engine and gearbox, which for us, the gearbox is no good because we are a magic wand gear lever, not a remote change. So, all we really wanted was the engine block. And this engine is seized solid. Typical.
We have our own workshop, (well navigator Mark does), so with a new engine crane we have all the capability and experience in house to do an amateur rebuild, keeping costs to a fraction, and ensuring it is done right.
Gearbox Separation
So, we have separated the gearbox from the block, and we noticed that the gearbox casing numbers were the same as fitted to the Cooper S. This gearbox is in rough condition, but is surplus to requirements, and we will advertise it on eBay soon. Anyone needing a remote Cooper “S” gearbox with a 3.44:1 final drive..?
Cooper S Crank
With the engine up on the engine crane, we looked at the crank from underneath, and noticed that it is a 12G1505 Cooper “S” 1275 crank. Wow, we were not expecting that. Looking at the block, it does not have the tappet chests, but, we are aware that the factory deleted them on the last of the Cooper S blocks and Morris 1300 blocks. Also fitted was a solid steel flywheel.
Pistons Seized
So we need to take the crank and camshaft out carefully, then we can press out the pistons. Number 1 cylinder is very rusty, but, the other three cylinders look fine.
Overbore
We think that we may get away with a +20″ overbore, taking the engine to 1293cc, as some of the factory competition cars were in the early 70’s, again, using a non tappet chest block for rigidity. So, now we are getting very excited, lets hope that the engineering company can save that number 1 cylinder..!
Another update coming soon, once we have had a little anger management time with those seized pistons… LOL