My two projects
Turbo Mini Forums

OEW

Edited by Rob H on 15th Aug, 2009.

nice (except for exhaust lol)

good work (except for exhaust lol)

well done (except for exhaust lol)

no longer a series, but still 1.3 turbo.

Well due to popular demand, I decided the exhausts had to go! lol


Only progress since last update has been fitting the wheel arches, but they have come back off again for George to paint for me (but he's on holiday, bah). I've got some hi-lo's to go on as well.

I did have a funny 5 mins where I put the 1460 up for sale, but then came around and took it off .


I'm in 2 minds now tho, don't know whether to just chuck it in as it is with a new clutch, drive it and then drop a 7 port on it next year...or still go down the turbo route? I'm leaning more towards the turbo but i'm not sure.

Go turbo!

Put the 1460 in to get you going then build a high spec turbo engine to go in when the 1460 dies.

Good news about the exhaust

1460 7-port turbo!

Some custom pistons with big dish, and big head chambers to drop the CR.

Then develop a gearbox to deal with the torque!

Well I will be aiming to blow up the 998 engine at Combe (you know how it is, if you try and blow it up it never does, and vice versa).

Guess my thinking behind just dropping it in is a quick fix, I always have moments like this but I guess I should do what I REALLY want.

Guess I should get a proposed engine spec together (I have no idea wether or not this will work mind)...

1460
'S' rods
Standard crank (until I find out if it's been worked)
998 A+ cam
Belt drive
Standard turbo head
Late type rockers
Dry deck? (is it needed?)
Lightened flywheel and backplate
Some kind of clutch (orange?)
Converted HIF38
Megajolt
Metro turbo box (see how long it lasts lol)
Standard drops (see how long they last lol)


Not a clue on turbo sizing mind but i'm looking for a big torque figure and power to about 5,000rpm.


Anything i've missed? Got completely wrong? Or just wanna shoot it down in flames? lol


Cheers,

Owen.

In all seriousness now, with a a 1460 stroked motor your main problem if turboing it will be getting your compression ratio down to a suitable level.

http://www.csgnetwork.com/compcalc.html

Use that, and play with the piston dish and chamber volume figures to see just what sort if dimensions you would need to get in them for a sensible CR of around 8.5:1

Cheers for that, i've got all the data to hand apart from the following...


1. Head gasket bore diameter

2. Compressed head gasket thickness


Anyone got any ideas? I did a search on here and have been looking in the Vizard book but to no avail :S

on the bk450 the shape is odd so just use 2.8cc to calc the head gasket.

you'll need 20cc plus pistons...

Ok plugged in a few figures.

Not entirely sure how much boost I should be looking at running, but I came up with this...

8.47 Compression ratio will require...

28cc chambers

2.8cc compressed head gasket volume (as above)

18cc dished pistons


This is assuming the piston(s) comes up exactly level with the deck @ TDC

you can only get the 7 port to about 25cc chambers

If using 2.8cc for the head gasket then you want to put in about:

HG bore Dia: 74mm

Compressed gasket thickness: 0.65mm

Edited by minimole23 on 6th Sep, 2009.

Ok have been thinking about this today in work, and i've just plugged in a few calculations.


I was basically thinking of keeping the stroke, but sleeving the block back down to 71.1 (1293)???

With 18cc dish pistons (which are available) and a standard turbo head it with compressed gasket @ approx 2.8cc, it gives me a compression of 8.9:1. There is still plenty of scope for opening up the head afterwards too.

This way I will still get the low down torque from the long stroke, but I have the advantage of liners, the increased space between the bores (they've been offset bored for 73.5) and I can achieve the correct compression ratio easier...???

Thoughts?


(this would give me a 1366 engine size apparently)

Interesting, whats the general opinion of sleeving the a-series, especially with high power output in mind?

Greg.

Nothing wrong with running liners.... Also liners are made of a hard wearing metal.

Think we're onto something here then! Next question is where to get liners? Or do I machine them myself?

Also, what material is recommended? And how are they fitted, interference/shrink fit?

westwood liners in birmingham, according to david wells at SH engineering

http://www.vintageminiracing.com/viewtopic...ighlight=liners

Urg pain in the ass, need to be registered to view the thread. Just waiting on confirmation.

oops didnt realise that.