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Wasn't sure where to post this.

Remembered I had a scan of an old article. Sorry about the crap quality, I found it just about readable.

http://www.arden8port.plus.com/Pics/8pturbo.jpg

I want one :)

Like these

http://www.arden8port.plus.com/Pics/head.jpg

http://www.arden8port.plus.com/Pics/no%20exhaust.jpg

Sorry they're not compressed


Edit to add - can't call tonight as unlikely I'll be home before 7pm. Hopefully catch you another time

Edited by Neil8p on 21st Apr, 2004.

Dave, see my homepage for 8-port pics. There should be some pics of my former car with 8-port head.

Jukka

There's also a small section on the complan turbo mini in a book i've got, its called "Mini - The Racing Story by John Baggott". Its got quite a nice pic of the engine & box out of the car.

If your interested I'll try and get it scanned in?

Yes please :)

Right here we go, i know its a large picture, but i thought the detail would be appreciated!!

http://www.turbominis.co.uk/pics/index.php...mg=107_0709.JPG

The book quotes the following text:

"The Complan Mini

Sometimes referred to as the 'Cotton Reel Mini' in reference to its 8x13in Brabham wheels, this machine was the brainchild of Alec Poole and Henry Freemantle, with invaluable technical assistance from Syd Enever, head of MG Experimental Department at Abingdon where Poole worked. The car was powered by an eight-port 1300 engine with Lucas fuel injection, and a Holset 3LD turbocharger, which was restricted to a maximum manifold pressure of 15psi.

The fuel pump was run at higher than normal pressure, with the injectors set at the lower pressure of 30/35psi. The compression ratio was lowered to 8:1 by machining the con rods with eighth-of-an-inch shorter centres and the clutch had stronger springs to cope with the increased torque. Not surprisingly, with the impeller spinning at very high revs, there was a risk of overheating. To counteract this, the car ran two Mini radiators, one on each side of the engine. The car had a Vita coil-sprung beam axle. On test the engine produced nearly 200bhp at the flywheel, but was de-tuned for reliability. At 4000rpm it gave 100bhp, rising to 160bhp at 6000rpm, with peak power of 185bhp at 7500rpm.

The Mini had started life as Alec's joint project with fellow Abingdon employee Bob Neville. The pair had bought a new shell and Neville had then used ex-rally subframes and suspension components due for the scrap pile, to build it up to a rolling shell. When he was ready to do his maiden event, Neville range Alec Poole in Ireland and asked if he could borrow the engine from his road Unipower. It was Group 2 spec 1275 unit, so it was quite suitable. When Neville moved on to race MG's, Poole acquired his share of the car and it later became the Complan Mini, the car being named after the sponsors product.

Alec Poole, who mainly raced the car in Ireland from 1969 to 1971, says that it pulled 142mph on the long straight at Phoenix Park, running a 3.75 final drive. Bob Neville recalls watching one race and asking Poole afterwards why he had overtaken another car on a somewhat unusual line. Poole told him that when the turbo came in, the car went where it wanted to go.

Roger Enever had a one-off outing in the car at the BRDC Silverstone meeting towards the end of 1970. He had an overall win and recorded the fastest lap of the race, at 88.78mph."

Quite interesting all this was going on back in the late 60's!!

Edited by dan on 22nd Apr, 2004.

Hi Dan

Great pic, useful info as well - thanks!

Just need to find some time to catch up with Dave now and see where to start. Hopefully he can shed some more light on the exhaust manifold as I've never seen a proper picture of it.

Going to be an interesting project :)