The 1098 (1100) engine has had a lot of bad press over the years - largely because of early experiences when trying to tune the motor brought about problems with the then standard components available - they simply were not up to taking any real punishment as experienced in racing.
See bottom for useful part numbers.
This fallacy was handed down generation to generation like some scary bedtime story. Those that have used the unit in more recent years, employing more capable componentry know what a demon motor this can be. Following is an initial look at what it will do with a little modification - the results compared directly with it's smaller brother the 998 for illustration of the potential.
Abridged History
When the Mini was first conceived it ustilised a de-stroked version of the then quite remarkable 948cc A-series engine. Read more
If you have the engine tag still attached to the engine - just in front/below the thermostat housing - or perhaps the original engine number in the log book then the following should help you determine which engine you have. For Metro units, see 'Engine - Metro identification data'. Original engine identification numbers 850cc 8A Austin up to 25000 8MB Morris up to 25000 8AM Austin & Morris 25000 onwards 8AH Austin & Morris Automatic 8AJ Austin & Morris closed circuit breathing 8AK Austin & Morris automatic with closed circuit breathing 8WR Wolseley Hornet & Riley Elf 8AC Moke 85H/101 All variants 1969 onwards Note: third suffix letter denotes compression type, L = Low, H = High, e.g. 8AM/U/H101 denotes high compression. 998cc 9WR Wolseley Hornet & Riley Elf Mk2, pre closed circuit breathing 9AD Austin, Wolseley Hornet & Riley Elf Mk2 with remote type gearbox and closed circuit breathing 9AE Wolseley Hornet & Riley Elf Mk3 99H/-/101 on Wolseley, Riley, Mini 1000, Clubman1000 1970 onwards and Mk3 with dished piston Read more
I'd like a pound coin for every time I've been asked about what these are all about and why they are used. Folk seem to hold them in some kind of awe - but they are very simple. Part No Applications: DLB105, GCL111, GCL143, GCL132 The ballast resisted ignition system was - I believe - developed by Ford when they were experiencing poor starting on a certain prodigiously-used 4-cylinder engine. To get round the issue of the massive current drain caused by the starter motor functioning, the ballast-resisted system was designed. When you hit the starter button/key, a massive drop in available current to the coil occurs as the starter motor does its thing. The colder the weather or the more worn the starter motor, the more current it draws, the less there is passed to the coil to instigate ignition.The ballast-resisted system utilises a 6 (commonly called the 'cold start' system) or 9-volt coil instead of the older style 12-volt item. Read more
Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. MSE3 - PRE 1992 unleaded Stage 2 (Road Rocket) large-bore head Part No Applications: MSE3, C-AEG544, C-AEG106, TAM2069, C-AJJ4037, C-AEA526, ADU4905 Inlet Valves 35.6mm(1.401") dia. Tuftrided EN214N s/steel P/No. C-AEG544 Exhaust Valves 29.5mm(1.161") dia. Tuftrided EN214N s/steel P/No. C-AEG106 Exhaust seats Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides Magnesium bronze P/No. C-AJJ4037 Valve Springs Nominal 180lb. Max actually valve lift 0.500" P/No. C-AEA526 Stem Seals Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume Nominal 20cc Read more
Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. MSE4 - POST 1992 unleaded stage 2 (Road Rocket) large-bore head Part No Applications: MSE4, C-AEG544, C-AEG106, TAM2069, C-AJJ4037, C-AEA526, ADU4905 Inlet Valves: 35.6mm(1.401") dia. Tuftrided EN214N s/steel P/No. C-AEG544 Exhaust Valves: 29.5mm(1.161") dia. Tuftrided EN214N s/steel P/No. C-AEG106 Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides: Magnesium bronze P/No. C-AEA526 Valve Springs: Nominal 180lb. Max actually valve lift 0.500" P/No. C-AJJ4037 Stem Seals: Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume: Nominal 20cc Three-angle valve seats in head. Cooper S size valves with current maximum flow profiles and Tuftrided for durability/longevity when used with unleaded fuel (hence 'black' finish). Read more
Modified to give maximum performance gain for cost. Combustion chambers, inlet and exhaust ports extensively re-worked. Stone-ground finish in ports promotes ultimate fuel atomisation. Three-angle valve seats in head. Super-quality MG Metro valves modified to increase airflow. MSE6 - POST 1992 unleaded stage 2 (Road Rocket) large-bore head Part No Applications: MSE6, TAM1059, TAM1061, TAM2069, 12G1963, 12G1015, ADU4905 Inlet Valves: 35.6mm(1.401") dia. Original equipment type P/No. TAM1059 Exhaust Valves: 29.2mm(1.150") dia. Original equipment type P/No. TAM1061 Exhaust seats: Latest type Beryllium-based for lead-free fuel P/No. TAM2069 Valve Guides: AE Hepolite cast iron P/No. 12G1963 Valve Springs: Nominal 140lb. Max actual valve lift 0.400" P/No. 12G1015 Stem Seals : Latest 'top-hat' design with tensioner springs (inlets) P/No. ADU4905 Chamber Volume: Nominal 20cc Combustion chamber volume used to give slight static compression ratio increase over standard. Read more
This valve spring set has been developed to fit standard sized top caps, and cope with racing rpm, savage cam lobe opening rates and high valve lifts up to 0.520”. Most cylinder heads when modified for racing culminate in a fitted valve spring height of around 1.420” to 1.440”.
C-AEA527 DUAL VALVE SPRINGS FITTING INSTRUCTIONS
See bottom for useful part numbers.
However where possible, it is always advantageous to correct and match the valve spring heights (measured from the spring seat in the head to the underside of the spring retainer cap), as these will vary particularly where new valve seats are cut and the standard valve spring seats are left – some by as much as 0.050”! Read more
This gasket was originally developed by Howley Racing way back in the mid eighties for what was then part of the factory Rover Group racing effort - the Group A Metro Turbo. C-STR1057 Group A Turbo head gasket The engines developed by Howley Racing were giving 220+bhp and 185lb ft running 16.4psi boost - quite a chunk of power in a car little bigger than a Mini! Despite 10" wide sticky slicks, the engine chirped the tyres in each upward gear change. Even more impressive when you consider this was still on it's single 1.75" HIF SU carb! All that was basically done was to take a standard production head gasket (the then all over silver TAM1521 - a great gasket it it's own right) and add a reinforced fire ring by over-lapping the existing one with an extra fold of metal.As a consequence the block needs to be machined to accept this gasket - rendering it useless for any other gasket fitment and any further over-bores (even to 73.5mm) unless a top-hat type liner was used. Read more
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