There is a 1275

[Hap Waldrop]

I seen transverse blocks coverted to inline, mostly you see it with the A+ blocks, you need a crank from a inline motor, pan, rear and front main caps (which means you have to line bore) from inline motor, and you need to make a few additional drillings to the front and rear of the block to accomondate the inline engine plates, bottom line it's more trouble than it's worth.


When you compared FWD to inline, alot of components do interchange.

All heads do interchange, some of the Mini heads are 11 stud, and yes a inline block can be converted to 11 stud, in my opinion, another waste of time. You don't want to use a 948 head on a 1275 or opposite for obvious reason, ( valve size spacing, combustion chamber volume, etc.)

1275 Connecting rods interchange, except for the A+ rods which have a larger housing bore than all the other A series rods. 948 connecting rod have a smaller pin size (.625" vs .812") 948 rod use pinch bolts to secure the pins, 1098 rods which also have .625' pin have a bushing and can be used in 948s

Cams, pushrods, lifter, rocker arm assmeblies, all interchange on all 1275s, however late model Mini used a slot drive cam, this set up can be used in a earlier 1275 inlline engine and it exactly what I used in both Drew and ray's engine. Earlier 1275 engine used a star drive for the oil pump, and 948 and 1098 used a pin drive for the oil pump. You can use a star drive or slot drive cam in a 948/1098 without a special N/A available oil pump or a oil pump pacer (so I've heard, never had a reason to do this)

Timing gears interchange, however the early car had a single row chain and the later cars had a duplex chain.

All rod bearing are the same for all the A series engines excpet the A+, 948/1098 had msaller main journal, until the later 1098 10CC motor which is when the 2" main were developed and carried over to the 1275

There's more, but that a start

 

[jlaird]

And as I consider Hap the final word I will stay away from them.

 

[Hap Waldrop]

Jack,the KISS Formula always works for me, a more simple 1275 build will be a great eye opener for you after the 948. I'll be building a 1275 for a Bugeye owner in a couple of months, he just ask me for stock 1275, and I suggested we do a bit more, spend the money wisely, and get a good bang for the buck, other than good quality bearings, gaskets, parts thru out, we'll be using a VP266 slot drive cam (mainly because that what David @ APT uses for cam cores) chilled iron lifters, a vernier timing gear, and AE 21253 pistons, this will gve him increased compression ratio, a nice cam timed properly, and will make for a good little motor without going wild with a bunch of goodies or breaking the bank. This is what I call a stage 1 engine, and for about 50% less investment you get 80% of the power the more exoctic builds nets.

 

[GeeBee1]

Hap:

What kind of head work will you be doing on that?

Any estimated bhp?

Thanks,
Pat

 

[jlaird]

Ahhhhh, Haaaaa. I will be waiting and takeing notes.

 

[john_j]

I'm assuming here that the transverse was the original design, & design features were added later for the inline installation...
-Bear-

Obviously the A series started as in line (A30, 802cc) and worked it's way up to 1098, then the IIRC development was done on the transverse to get it up to 1275, and at a later point the work done to make it into an in line 1275.

 

[BugEyeBear]

I'm assuming here that the transverse was the original design, & design features were added later for the inline installation...
-Bear-

Obviously the A series started as in line (A30, 802cc) and worked it's way up to 1098, then the IIRC development was done on the transverse to get it up to 1275, and at a later point the work done to make it into an in line 1275.

INTERESTING! Thanks for the correction!
I had only assumed that the transverse came 1st because it seems easier to convert from inline to transverse, rather than vice versa....

To clarify... You are saying that the A-series engine started as an inline, BUT that the 1275cc engine was 1st developed for the transverse installation?? (...this seems to explain why it is easier to go from inline to transverse for a 1275...)

-Bear-

 

[ThomP]

Gents

There are several things different about the two engines. First of all is the crank; they are not interchangeable, because the clutch arrangements are entirely different. Next, the rear main cap is different and must be replaced/machined depending upon which way you are going, again because the transmission configurations are radically different.
Other "minor" things like the oil pick up and oil pan don't interchange.

IMHO, it is much better to find someone that wants the inline/transverse engine you have and sell it to procure the engine you desire.

 

[leecreek]

Maybe Jack should leave Miss Agatha alone and start looking for a Mini. Just a thought.

Merry Christmas

 

[vagt6]

Great thread.

Jack, you'd look good in a Mini . . . :lol:

 

[kcbugeye1275]

I agree, then after his building to perfect standards, which to drive? Jack, it would probably keep you busy for a couple years. Sounds like a good thing, however, do you have the room for all this?

 

[jlaird]

Naa, I'm a Bugeye kind of guy. Just like to explore options with you guys.