British Leyland Engines
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British Leyland Rover S-Series engine
The S-Series is a Straight-4 SOHC internal combustion engine developed by the Austin Rover Group (subsidiary of British Leyland), and introduced in 1984 in both the Austin Montego and the Mark 1 Rover 200-series.The S-Series was produced in a single capacity of 1.6 litres (1,598cc)
The MG Maestro also from MAY to September 1984,with VW box. It was also used in the Austin Maestro from 1985 onwards.
The engine comes from the same lineage as the BMC-developed E-Series family introduced in the 1969 Austin Maxi, but with important modifications in order to facilitate compatibility with a conventional "end-on" transmission unit, in place of BMC/BL's traditional "gearbox-in-sump" configuration for its front wheel drive vehicles. The gearbox flange was redesigned to accept either a Volkswagen manual gearbox (for the Maestro/Montego), or the Honda PG-1 transmission (for the Rover 200).
BL had also developed the earlier R-Series engine from the E-Series family, but largely as a stopgap at the Maestro's launch since the S-Series was not yet ready for production. Because the E-Series had to be turned through 180 degrees in order to facilitate an end-on transmission, the resultant R-Series unit had the inlet manifold on the front-facing side of the cylinder head, something which proved fatal for the engine's reliability—since it opened the door for carburettor icing. The S-Series solved this problem, as the inlet manifold was now on the rear face of the engine. Another important advance over the E-/R-Series was the adoption of a camshaft driven by a toothed belt in place of the previous timing chain system.
Production of the S-Series engine continued until the end of Montego / Maestro series production in 1993, the remaining cars which were built by Rover until 1994 used only the O-Series diesel engine.
A 4-valve version of the S-Series was under development alongside the 1100 cc and 1400 cc K-Series engines. However, the project was abandoned when a redesign of the K-Series allowed its capacity to be stretched to 1600 cc and 1800 cc. The engine was designated the name L16 but should not be confused with the L Series diesel engines
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BMC C-Series engine
The BMC C-Series was a straight-6 automobile engine produced from 1956 to 1971. Unlike the Austin designed A and B-series engines, it came from the Morris engines drawing office in Coventry. Displacement was 2.6 to 2.9 L (2,912 cc) with an 83.3 mm bore and 88.9 mm stroke.
Applications:
- 2.6 L (2,639 cc) 77x89 mm
- 1954-1959 Wolseley 6/90
- 1954-1959 Austin Westminster A90/A95/A105
- 1955-1958 Morris Isis
- 1958-1959 Riley Two-Point-Six
- 1956-1959 Austin-Healey 100-6
- 2.9 L (2,912 cc) 83.36x88.9 mm. Four bearing crankshaft.
- 1959-1968 Austin Westminster A99/A110
- 1959-1968 Wolseley 6/99 and 6/110
- 1959-1964 Vanden Plas Princess 3-Litre
- 1959-1967 Austin-Healey 3000
- 2.9 L (2,912 cc) 83.36x88.9 mm. Seven bearing crankshaft.
- 1967-1971 Austin 3-Litre
- 1968-1970 MGC
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BMC B-Series engine
British motor corporation
| 1954 to 1980 | |
|---|---|
 |
|
| Overview | |
| Manufacturer | BMC |
| Production | 1954 to 1980 |
| Combustion chamber | |
| Configuration | in-line 4 |
| Displacement | 1.2–2.4 litres |
| Cylinder block alloy | cast iron |
| Cylinder head alloy | cast iron |
| Valvetrain | pushrod or overhead cam |
| Combustion | |
| Fuel type | petrol & diesel versions |
| Cooling system | water |
The BMC B-series was a straight-4 internal combustion engine family, mostly used in motor cars, created by British company Austin Motor Company.
History
The precursor of the "B" series engine was a 1200 cc OHV engine which was used in the 1947 Austin A40 Devon. This A40 Devon engine was based on a pre-war Side-valve design. Austin realised that eventually they would need an engine that could power many of its forthcoming medium-sized cars, and this would require an engine of at least 1500 cc capacity. Since the A40 Devon engine could not have its capacity enlarged, a new engine was designed, which, although superficially similar, was longer and heavier than the A40 Devon engine. The design of this new engine commenced around January 1952, and was designated as the "B" series. Displacements ranged widely from 1.2 L to 2.4 L, the latter being an Australia only production six-cylinder variant. 1.5 L and 1.8 L displacements were most common. Petrol versions were produced in the greatest numbers, but diesel versions exist for both cars and marine applications.
The engine was of conventional construction with a one-piece crankcase and cylinder block in cast iron with the crankcase extending down to the lowest level of the main bearing caps, and with cylinder head also usually in cast iron. The sump was made from pressed steel. Early engines used a three-bearing crankshaft, but later engines used five bearings. On all except the rare twin overhead camshaft variant, the camshaft — which was chain driven and mounted low in the block — operated the overhead valves via pushrods and rocker arms. The two inlet ports in the non-crossflow cylinder head were shared between cylinders 1 + 2 and 3 + 4 and the three exhaust ports between cylinder 1, 2 + 3 and 4. Valve clearance was adjustable by screws on the rocker arms with access to the tappets by two side covers on the engine block, this feature being a hang over from side valve engine design, but it provides easy access to the camshaft tappets.
Engine types
1.2 litre engines
The 1.2L (1199.6 cc) version was the first version of the engine. The bore was 65.5 mm (2.58 in) and the stroke 89 mm (3.5 in). The maximum power output was 39 bhp (29 kW) at 4300 rpm.
After the formation of British Motor Corporation (BMC) it was used in the following vehicles:
- 1954–56 Morris Cowley
- 1954–56 Austin A40 Cambridge
- 1954–55 Nash Metropolitan 1200 (used unique "2G" engine prefix)
- Massey-Harris Combine Harvester
1.5 litre engines
The 1.5 L (1489 cc) version was first used in 1953 in the MG Magnette ZA in twin carburettor version and in 1954 in the Morris Oxford and Austin Cambridge. In 1957, it was used in the original MGA. Output in twin carburettor form was 68–72 bhp (51–54 kW) and 55 bhp (41 kW) with a single carburettor. Bore was 73.03 mm (2.875 in) and stroke was 89 mm (3.5 in).
There was also a diesel version of this engine size. Power output was 40 bhp (30 kW) at 4,000 rpm and torque 64 lbf·ft at 1,900 rpm.
Applications:
- 1954–61 Morris Oxford Marks II, III, IV, & V
- 1956–59 Morris Cowley
- 1956–62 Nash Metropolitan 1500
- 1955–58 MGA
- 1953–61 MG Magnette ZA, ZB, & Mark III
- 1956-61 Morris J2 1/2-ton vans
- 1956–58 Austin A50 Cambridge
- 1958–61 Austin A55 Cambridge
- 1956–58 Wolseley 15/50
- 1957–65 Wolseley 1500
- 1958–61 Wolseley 15/60
- 1957–61 Morris Commercial JB-type 1/2 - Ton vans
- 1957-61 ((Austin 101)) 1/2 - Ton vans
- 1957–65 Riley 1.5
- 1959–61 Riley 4/68
- 1959–65 Rochdale Olympic
- 1958–62 Morris Major and Austin Lancer Series I/II
- 1957–63 Tempo Matador
- Hindustan Ambassador
- International Harvester "Metro-Mite" delivery truck
- Navigator 1500 marine engine
- 1958–60 TVR Grantura Mark I
- 1960–62 TVR Grantura Mark II & IIA
- 1958-1959 Elva Courier
Twin-Cam engines
A special Twin-Cam (DOHC) version of the 1588 cc B-series engine was produced for the MGA. Output was 108 bhp (81 kW) at 6700 rpm in the high-compression (9.9:1) version and 100 bhp (75 kW) in the optional low-compression (8.3:1) version. The engine block was cast iron, but the crossflow eight-port cylinder head was of aluminium alloy. Drive to the twin camshafts was by chain from a gear-driven, half-speed shaft running in the space that would have been occupied by the conventional camshaft. This engine gained a reputation for being unreliable in service, especially in the high-compression version which needed high-octane fuel, but this has now been largely overcome. The piston burning habits — thought to be the result of ignition timing — was later discovered to be due to a vibration induced lean burn situation involving the float bowls, easily correctable by flexibly mounting the carburettors.
A total of 2,111 cars were built, in both coupé and roadster versions.
A very few engines with the special displacement of 1762 cc were produced for racing purposes.
Applications:
- 1958–60 MGA Twin-Cam
1.6 litre engines
The engine was enlarged to 1.6 L (1588 cc) in 1958 by increasing the bore to 75.4 mm (2.97 in).
Applications:
- 1959–61 MGA 1600
- 1960–62 TVR Grantura Mark II, IIA
- 1959-61 Elva Courier Mark II
1.6 litre Mark II engines
The engine was enlarged to 1622 cc in 1961 with another bore increase, this time to 76.2 mm (3.00 in).
Applications:
- 1961–62 MGA Mark II
- 1961–69 Austin Cambridge A60
- 1961-67 Morris J2 1/2-ton vans
- 1961–71 Morris Oxford VI
- 1961–71 Wolseley 16/60
- 1961–69 Riley 4/72
- 1961–68 MG Magnette Mark IV
- 1961–67 Austin 152 & Morris J2 1/2-ton van
- 1974–78 Sherpa van
- 1962–64 Morris Major Elite
- 1963–66 Tempo Matador
- 1966–67 Hanomag Matador
- 1967–73 Hanomag F20, Hanomag F25, Hanomag F30, Hanomag F35
- 1970–73 Mercedes Benz L206, Mercedes Benz L306
- Navigator 1600 marine engine
- 1962–64 TVR Grantura Mark III
- 1963-64 Elva Courier Mark III
1.8 litre engines
The engine was enlarged again to 1.8 L (1798 cc) in 1962. Bore was 80.26 mm (3.160 in) and stroke was still 89 mm (3.5 in). The engine at first had a three-bearing crankshaft with a five-bearing version appearing in 1964.
There was also a diesel version of this capacity, used in the Leyland Sherpa van, and built under license in Turkey for many years. It is still widely used on narrowboats on the canals of the UK.
Applications:
- 1954–80 Probe 16
- 1962–80 MGB
- 1964–75 BMC ADO17 ("Landcrab") Austin 1800
- 1967–72 BMC ADO17 ("Landcrab") Wolseley 18/85
- 1966–75 BMC ADO17 ("Landcrab") Morris 1800
- 1975–78 Princess 1.8
- 1971–78 Morris Marina 1.8
- 1964–67 TVR Grantura Mark III and IV
- 1964-65 Elva Courier Mark IV
- 1974–78 Leyland Sherpa van
- 1973–75 Hanomag F20, Hanomag F25, Hanomag F30, Hanomag F35
- 1973–77 Mercedes Benz L207
- 1973–78 Mercedes Benz L307
2.4 litre engines
There was a 2433 cc six-cylinder unit, named "Blue Streak", which was used in the Australian Austin Freeway and Wolseley 24/80.
Engine numbering
There were two series of engine numbers used; BMC changed the system at the end of 1956.
Early numbering system
Numbers were of the style "BP15GB" followed by a serial number, where:
- B = B series engine
- P = Pushrod
- 15 = capacity
- G = MG (for full list see Later numbering system below)
- The final letter is the version of the engine.
1957–70 numbering system
Numbers were of the style "15GB-U-H" plus a serial number, where:
- 15 = capacity
- G = MG (other letters were: A = Austin, B = Industrial, H = Miscellaneous, J = Commercial, M = Morris, R = Riley, V = Vanden Plas and W = Wolseley )
- B = B series engine
- U = Central gear change (other letters were: A = Automatic, M = Manumatic clutch, N = Column change, O = Overdrive and P = Police)
- H = High compression (alternatively L = Low compression)
1970 onwards numbering system
Numbers were simplified to "18 V" plus a serial number, where 18 represents the capacity and V = vertical, i.e. longitudinal (in-line, not vee-arranged) engine with rear-wheel drive, and H = Horizontal, i.e. transverse engine with front-wheel drive.
There was sometimes a country indicator after the first part of the code, e.g. "18V-Z" was use for some United States (except California) MG MGB engines.
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BMC A-Series Engine Cars
British motor corporation
1950s
1952–56 Austin A30, 28 hp (21 kW) at 4400 rpm and 40 lb·ft (54 N·m) (54 N·m) at 2200 rpm
1952–56 Morris Minor Series II, 30 hp (22 kW) at 4800 rpm and 40 lb·ft (54 N·m) at 2400 rpm
1956–62 Austin A35, 34 hp (25 kW) at 4,750 rpm and 50 lb·ft (68 N·m) at 2,000 rpm
1956–62 Morris Minor 1000, 37 hp (28 kW) at 4,750 rpm and 50 lb·ft (68 N·m) at 2,500 rpm
1958–61 Austin A40 Farina, 34 hp (25 kW) at 4,750 rpm and 50 lb·ft (68 N·m) at 2,000 rpm
1958–61 Austin-Healey Sprite, 43 hp (32 kW) at 5,200 rpm and 52 lb·ft (71 N·m) at 3,300 rpm
1959–69 Austin Seven/Austin Mini/Morris Mini, 34 hp (25 kW) at 5500 rpm and 44 lb·ft (60 N·m) at 2900 rpm
1960s 1275 Mini Cooper
1960s
1961–62 Austin A40 Farina MkII, 37 hp (28 kW) at 5,000 rpm and 50 lb·ft (68 N·m) at 2,500 rpm
1961–64 Austin-Healey Sprite MkII, 46 hp (34 kW) at 5,500 rpm and 53 lb·ft (72 N·m) at 3,000 rpm
1961–64 MG Midget, 46 hp (34 kW) at 5,500 rpm and 53 lb·ft (72 N·m) at 3,000 rpm
1961–62 Riley Elf/Wolseley Hornet, 34 hp (25 kW) at 5500 rpm and 44 lb·ft (60 N·m) at 2900 rpm
1963–68 Austin A35 Van, 34 hp (25 kW) at 5500rpm and 44 lb·ft (60 N·m) at 2900rpm
1964–68 Mini Moke, 34 hp (25 kW) at 5500 rpm and 44 lb·ft (60 N·m) at 2900 rpm
1969–80 Mini 850/City, 33 hp (25 kW) at 5300 rpm and 44 lb·ft (60 N·m) at 2900 rpm
1961–1964 Austin/Morris Mini Cooper, 55 hp (41 kW) at 6000 rpm and 54 lb·ft (73 N·m) at 3600 rpm
1962–69 Riley Elf/Wolseley Hornet, 38 hp (28 kW) at 5250 rpm and 52 lb·ft (71 N·m) at 2700 rpm
1966–82 Mini Moke, Australian Mokes.
1964–69 Austin/Morris Mini Cooper, 55 hp (41 kW) at 5800 rpm and 57 lb·ft (77 N·m) at 3000 rpm
1967–80 Austin/Morris Mini, 38 hp (28 kW) at 5250 rpm and 52 lb·ft (71 N·m) at 2700 rpm
1969–75 Mini Clubman, 38 hp (28 kW) at 5250 rpm and 52 lb·ft (71 N·m) at 2700 rpm
1969–92 Mini Clubman (automatic), 41 hp (31 kW) at 4850 rpm and 52 lb·ft (71 N·m) at 2750 rpm
1962–66 Austin A35 Van, 48 hp (36 kW) at 5100rpm and 60 lb·ft (81 N·m) at 2500rpm
1962–67 Austin A40 Farina, 48 hp (36 kW) at 5100 rpm and 60 lb·ft (81 N·m) at 2500 rpm
1962–71 Morris 1100/Morris Minor 1000, 48 hp (36 kW) at 5100 rpm and 60 lb·ft (81 N·m) at 2500 rpm
1962–68 MG 1100, 55 hp (41 kW) at 5500 rpm and 61 lb·ft (83 N·m) at 2500 rpm
1962–64 Austin-Healey Sprite MkII, 56 hp (42 kW) at 5500 rpm and 62 lb·ft (84 N·m) at 3250 rpm
1962–64 MG Midget, 56 hp (42 kW) at 5500 rpm and 62 lb·ft (84 N·m) at 3250 rpm
1963–74 Austin 1100, 48 hp (36 kW) at 5100 rpm and 60 lb·ft (81 N·m) at 2500 rpm
1963–67 Vanden Plas Princess 1100, 55 hp (41 kW) at 5500 rpm and 61 lb·ft (83 N·m) at 2500 rpm
1964–66 Austin-Healey Sprite MkIII, 59 hp (44 kW) at 5750 rpm and 65 lb·ft (88 N·m) at 3500 rpm
1964–66 MG Midget MkII, 59 hp (44 kW) at 5750 rpm and 65 lb·ft (88 N·m) at 3500 rpm
1965–68 Riley Kestrel/Wolseley 1100, 55 hp (41 kW) at 5500 rpm and 61 lb·ft (83 N·m) at 2500 rpm
1968–82 Mini Moke Australia only.
1963–1964 Austin/Morris Mini Cooper S, 70 hp (52 kW) at 6000 rpm and 62 lb·ft (84 N·m) at 4500 rpm
1964–1967 Austin/Morris Mini Cooper S, 65 hp (48 kW) at 6,500 rpm and 55 lb·ft (75 N·m) at 3,500 rpm
1964–71 Austin/Morris Mini Cooper S, 76 hp (57 kW) at 5800 rpm and 79 lb·ft (107 N·m) at 3000 rpm
1966–70 Austin-Healey Sprite MkIV, 65 hp (48 kW) at 6000 rpm and 72 lb·ft (98 N·m) at 3000 rpm
1966–74 MG Midget MkIII, 65 hp (48 kW) at 6000 rpm and 72 lb·ft (98 N·m) at 3000 rpm
1967–68 MG 1300/Wolseley 1300, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1967–68 Riley Kestrel 1300, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1967–68 Vanden Plas Princess 1300, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1967–73 Morris 1300, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1967–74 Austin 1300, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1967 MG 1275/Riley 1275, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3500 rpm
1967 Wolseley 1275, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3500 rpm
1967 Vanden Plas Princess 1275, 58 hp (43 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 3500 rpm
1968–69 Riley Kestrel 1300/Riley 1300, 70 hp (52 kW) at 6000 rpm and 77 lb·ft (104 N·m) at 3000 rpm
1968–71 Austin America (automatic), 60 hp (45 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 2500 rpm
1968–73 Wolseley 1300 (manual), 65 hp (48 kW) at 5750 rpm and 71 lb·ft (96 N·m) at 3000 rpm
1968–73 MG 1300 MkII, 70 hp (52 kW) at 6000 rpm and 77 lb·ft (104 N·m) at 3000 rpm
1968–74 Vanden Plas Princess 1300 (manual), 65 hp (48 kW) at 5750 rpm and 71 lb·ft (96 N·m) at 3000 rpm
1968 MG 1300/Riley Kestrel 1300, 65 hp (48 kW) at 5750 rpm and 71 lb·ft (96 N·m) at 3000 rpm
1969–71 Morris 1300GT, 70 hp (52 kW) at 6000 rpm and 74 lb·ft (100 N·m) at 3250 rpm
1969–74 Mini 1275GT, 59 hp (44 kW) at 5300 rpm and 65 lb·ft (88 N·m) at 2550 rpm
1969–74 Austin 1300GT, 70 hp (52 kW) at 6000 rpm and 74 lb·ft (100 N·m) at 3250 rpm
1974 Innocenti Mini Cooper car engine
1970s
1973–75 Austin Allegro, 49 hp (37 kW) at 5250 rpm and 60 lb·ft (81 N·m) at 2450 rpm
1975–80 Austin Allegro, 45 hp (34 kW) at 5250 rpm and 55 lb·ft (75 N·m) at 2900 rpm
1975–80 Mini Clubman, 45 hp (34 kW) at 5250 rpm and 56 lb·ft (76 N·m) at 2700 rpm
1976–80 Mini 1100 Special, 45 hp (34 kW) at 5250 rpm and 56 lb·ft (76 N·m) at 2700 rpm
1971–82 Mini Moke Californian Australian only.
1971–80 Morris Marina, 60 hp (45 kW) at 5250 rpm and 69 lb·ft (94 N·m) at 2500 rpm
1971 Austin Sprite, 65 hp (48 kW) at 6000 rpm and 72 lb·ft (98 N·m) at 3000 rpm
1973–80 Austin Allegro, 59 hp (44 kW) at 5300 rpm and 69 lb·ft (94 N·m) at 3000 rpm
1974–80 Mini 1275GT, 54 hp (40 kW) at 5300 rpm and 65 lb·ft (88 N·m) at 2550 rpm
1980s
1980–82 Mini 1000/City/HL, 39 hp (29 kW) at 4750 rpm and 52 lb·ft (71 N·m) at 2000 rpm
1980–82 Austin Allegro, 44 hp (33 kW) at 5250 rpm and 52 lb·ft (71 N·m) at 3000 rpm
1980–90 Austin Metro, 41 hp (31 kW) at 5400 rpm and 51 lb·ft (69 N·m) at 2700 rpm
1983–93 Mini Moke, Portuguese Mokes.
1982–88 Mini HLE/City E/Mayfair, 40 hp (30 kW) at 5000 rpm and 50 lb·ft (68 N·m) at 2500 rpm
1981–86 Austin Metro HLE 46 bhp (34 kW) and 52 lb·ft (71 N·m)
1988–92 Mini City/Mayfair, 42 hp (31 kW) at 5250 rpm and 58 lb·ft (79 N·m) at 2600 rpm
1980–82 Austin Allegro, 62 hp (46 kW) at 5600 rpm and 72 lb·ft (98 N·m) at 3200 rpm
1980–84 Morris Ital, 61 hp (45 kW) at 5300 rpm and 69 lb·ft (94 N·m) at 2950 rpm
1980–90 Austin Metro, 63 hp (47 kW) at 5650 rpm and 72 lb·ft (98 N·m) at 3100 rpm
1982–89 MG Metro, 72 hp (54 kW) at 6000 rpm and 75 lb·ft (102 N·m) at 4000 rpm
1983–85 Austin Maestro HLE, 64 hp (48 kW) at 5500 rpm and 73 lb·ft (99 N·m) at 3500 rpm
1983–93 Austin Maestro, 68 hp (51 kW) at 5800 rpm and 75 lb·ft (102 N·m) at 3500 rpm
1984–89 Austin Montego, 68 hp (51 kW) at 5600 rpm and 75 lb·ft (102 N·m) at 3500 rpm
1989–90 Austin Metro GTa, 72 hp (54 kW) at 6000 rpm and 75 lb·ft (102 N·m) at 4000 rpm
1983–89 MG Metro Turbo, 94 hp (70 kW) at 6130 rpm and 85 lb·ft (115 N·m) at 2650 rpm
1989–90 Mini ERA Turbo, 94 hp (70 kW) at 6130 rpm and 85 lb·ft (115 N·m) at 3600 rpm
Mini Cooper Performance Conversion Kit 1990s
1990s
1990–91 Mini Cooper, 61 hp (45 kW) at 5550 rpm and 61 lb·ft (83 N·m) at 3000 rpm
1990–91 Mini Cooper S, 78 hp (58 kW) at 6000 rpm and 78 lb·ft (106 N·m) at 3250 rpm
1991–96 Mini Cooper 1.3i/Cabriolet, 63 hp (47 kW) at 5700 rpm and 70 lb·ft (95 N·m) at 3900 rpm
1991–96 Mini Cooper S 1.3i, 77 hp (57 kW) at 5800 rpm and 80 lb·ft (110 N·m) at 3000 rpm
1992–96 Mini Sprite/Mayfair, 50 hp (37 kW) at 5000 rpm and 66 lb·ft (89 N·m) at 2600 rpm
1997–2000 Rover Mini MPi 1.3i (TPi), 63 hp (47 kW) at 5500 rpm and 70 lb·ft (95 N·m) at 3000 rpm
1998 MINI COOPER Engine
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BMC A-Series engine
British motor corporation
Mini 850 A series engine
Austin Motor Company's small straight-4 automobile engine, the A-Series, is one of the most common in the world. Launched in 1951 with the Austin A30, production lasted until 2000 in the Mini. It used a cast-iron block and cylinder head, and a steel crankshaft with 3 main bearings. The camshaft ran in the cylinder block, driven by a single-row chain for most applications, and with tappets sliding in the block, accessible through pressed steel side covers for most applications, and with overhead valves operated through rockers. The cylinder head for the overhead-valve version of the Austin series A engine was designed by Harry Weslake – a cylinder head specialist famed for his involvement in SS (Jaguar) engines and several F1 title winning engines.
The A-Series design was licensed by Nissan of Japan, along with other Austin designs. That company quickly began modifying the A-Series as the Nissan A engine, and it became the basis for many of their following engines.
Specifications
All engines had a cast iron head and block, and two valves per cylinder in an OHV configuration. Engines were available in Diesel in the BMC tractor.
All A-series engines up until mid-1970 were painted in British Standard (381c) 223 Middle Bronze Green. : Source Austin Morris (BL) internal documents archives. This does not include overseas production models such as Australian manufacture.
A versions
803
The original A-Series engine displaced just 803 cc and was used in the A30 and Morris Minor. It had an undersquare 58 mm (2.3 in) bore and 76.2 mm (3.00 in) stroke. This engine was produced from 1952–56.
948
1956 saw a displacement increase, to 948 cc. This was accomplished by boring the block out to 62.9 mm (2.48 in) while retaining the original 76.2 mm (3.00 in) stroke. It was produced until 1964.
A diesel version of the 948 cc A-Series engine (producing 16 hp (12 kW) at 2,500 rpm and 38 lb·ft (52 N·m) torque at 1,750 rpm) was produced for the BMC Mini Tractor. It was developed with the help of Ricardo Consulting Engineers. This engine has dry liners. The block is almost identical to the petrol engine. the oil pump has been removed from the camshaft and is driven by an extension to what would have been the distributor drive. A petrol version of this modified engine was 'reverse-engineered' for use in the Mini Tractor whilst retaining parts commonality with the diesel variant, rather than using a standard petrol A-Series unit. The diesel A-Series was also sold as a marine engine under the BMC name alongside the diesel B-Series engines.
848
The 62.9 mm (2.48 in) bore was retained for 1959s 848 cc Mini version. This displacement was reached by dropping the stroke to 68.26 mm (2.687 in). This engine was produced through to 1980 for the Mini, when the 998 A-Plus version supplanted it.
997
The one-off 997 cc version for the Mini Cooper used a smaller 62.43 mm (2.458 in) bore and longer 81.28 mm (3.200 in) stroke. It was produced from 1961–1964.
998
The Mini also got a 998 cc version. This was similar to the 948 in that it had the same 76.2 mm (3.00 in) stroke but was bored out slightly to 64.58 mm (2.543 in). It was produced from 1962–92.
1098
The 1.1 L (1098 cc) version was produced for the larger BMC saloons. It was a stroked (to 83.72 mm (3.296 in)) version of the 998 previously used in the Riley Elf and Wolseley Hornet. It was produced from 1962–80.
1071
The 1071 cc version was another one-off, this time for the Mini Cooper S. It used a new 70.6 mm (2.78 in) bore size and the 68.26 mm (2.687 in) stroke from the 848. It was only produced in 1963–1964. Paired with the even rarer 970 cc version, below, it became that rarest of things: an oversquare A-series engine.
970
The Mini Cooper S next moved on to a 970 cc version. It had the same 70.6 mm (2.78 in) bore as the 1071 cc Cooper S but used a shorter 61.91 mm (2.437 in) stroke. It was produced from 1964–1965.
1275
The largest A-Series engine displaced 1.3 L (1275 cc). It used the 70.6 mm (2.78 in) bore from the Mini Cooper S versions but the 81.28 mm (3.200 in) stroke from the plain Mini Cooper. It was produced from 1964 until 1980, when it was replaced by an A-Plus version.
A-Plus versions
British Leyland was keen to update the old A-Series design in the 1970s. However, attempts at replacement, including an aborted early-70s Rover K engine and an OHC version of the A-Series, ended in failure. During the development of what would become the Austin Metro, engineers tested the A-Series against its more modern rivals and found that it still offered competitive (or even class-leading) fuel economy and torque for its size. While in the 1970s the A-Series had begun to seem dated against a new generation of high-revving overhead cam engines, by the end of the decade a new emphasis on good economy and high torque outputs at low speeds meant that the A-Series' inherent design was still well up to market demands.
Given this, and the lack of funds to develop an all-new power unit, it was decided to upgrade the A-Series unit at a cost of £30 million. The result was the 'A-Plus' Series of engines. Available in 998cc and 1275cc, the A-Plus had stronger engine blocks and cranks, lighter pistons and improved piston rings, hydraulic tensioner units for the timing chain and other detail changes to increase the service interval of the engine (from 6,000 to 12,000 miles). More modern SU carburettors and revised manifold designs allowed for small improvements in power without any decrease in torque or fuel economy. Many of the improvements learnt from the Cooper-tuned units were also incorporated, with A-Plus engines having a generally higher standard of metallurgy on all units, where previously only the highest-tuned engines were upgraded in this way. This made the A-Plus engines generally longer-lived than the standard A-Series, which had a life between major rebuilds of around 80,000 to 100,000 miles in normal service. Studies were made into upgrading the engine to use five main crankshaft bearings but the standard three-bearing crank had proven reliable even in high states of tune and at high engines speeds, so it was not deemed worth the extra funding.
The new engines received distinctive 'A+' branding on their rocker covers and the blocks and heads were colour-coded for the different capacities: yellow for 998 cc and red for 1275 cc engines.
998 Plus
The A-Plus version of the 998 cc motor was produced from 1980–92.
1275 Plus
The big 1.3 L (1275 cc) engine was also given the "A-Plus" treatment. This lasted from 1980–2000, making it the last of the A-Series line.
1275 Turbo
Turbo versions lasted from 1983–90.
1275 MPi
A special "twin-port injection" version of the 1.3 L (1275 cc) engine was developed by Rover engineer, Mike Theaker. It was the last A-Series variant, produced from 1997–2000.
MG Metro Turbo engine
