Hey, looking through this link, I notice that this car has the horn in the same place as on mine--on the front apron instead of on the inner guard. I've been told it's supposed to be on the inner guard, but wouldn't the siren have been there? So does the horn in face go where it's pictured on this car?

My bracket is clearly bent (previous photo earlier in this thread), but I could straighten the bracket pretty easily.

bmc

_________________
Ben McCafferty
Bainbridge Island, Washington, USA
1970 ex-police mk2 Cooper S

The horn on both my cars is on a right-angled bracket fixed to the bonnet closing panel in front of the brake booster.

See this thread - http://www.ausmini.com/forums/viewtopic.php?t=50737

_________________
ex-NSW Police 1970 MK II Cooper S
VMCI #43

I've noticed alot of these cars have the standard solenoid bracket too, not the one that puts the solenoid a 90 degree angle (as used on other S's). Means the horn is very close to the wiring on the solenoid!

There are some odd things about these SPO Minis!

I've got my Carbs off at the moment, Doug, you may remeber the odd fibrous heat shield on mine, I'll try and get some pics.

Also mine doesn't have the breather / y piece, its a June 70 car, maybe they changed later, or my carbs have been changed.

Doug, are you going to Zetland / Goulburn? my car will be at both, would love to see you for a chat!

Graham

_________________
Sir Alec! we are not worthy!

Hi Graham,

I'm now not able to make it to Zetland but still hoping to get to Goulburn so look forward to catching up there.

Your heat shield has always been an odd one. All the 'authenticated' and reasonably original ex-Police Mk II S's I've seen (including my Blue one) have a thin sheet steel one-piece heat shield that originated on the Midget and Sprite. I've seen the factory drawing for the SPO41 modifications to this item and they are exactly as per the heat shield on mine. Metal was removed from the bottom edge and side, and the top section folded slightly for clearance. The two holes were also opened up to accommodate the 1 1/2" SU ports and new holes were drilled for the angled mounting studs.

It's possible your carbys have been played with at some stage. On the photos you sent me some time ago I can't see any float bowl tags. Are they present? The specification for SPO41 was a unique one (called NSW Police by the SU company when they designed it) and used the spec number AUD488. If your setup is original they should have corresponding tags with L and R suffix. Only Australian SPO41 vehicles used AUD488. It wasn't used anywhere else in the world to my knowledge. In effect they are basically HS4 carb bodies (like the MGB) with Cooper S float bowls and 30 degree adapters so the bowls remained vertical when fitted to the (modified) AEG573 manifold. If you want to do a faithful restoration back to SPO41 I can assist with technical data.

Does your inlet manifold have the old top stud holes filled with a hex head grub screws? According to the SPO41 spec the grub screws were Araldited into the top holes to seal entry to the chamber.

Regards,
Doug

_________________
ex-NSW Police 1970 MK II Cooper S
VMCI #43

The fibrous shields sound like the ones on my twin HS4 set that came from Special Tuning....

Cheers, Ian

Had a quick look last night, but didn't take any pics, or note down the carby numbers, I did notice that there are numbers engraved above the cast carb body numbers, maybe they as Special Tuning?

With reference to tags, no Doug there are none (anymore anyway), I'll try to take photos tonight!

_________________
Sir Alec! we are not worthy!

Doug the holes are neatly blocked with what looks like a brass plug? but may be old araldite, I'll look again, the return spring retainer is very amateur and rivetted together!

I have a sprite heatshield somewhere, so anything is possible! I'd like you to give the car the once over and then if we believe it is what we think, I may gradually try to add the missing items.

As you know, it has lowered seats, reverse lights and wiring, various holes in the dash and a filled one in the roof, but who knows!

Look forward to meeting you in person at Goulburn

_________________
Sir Alec! we are not worthy!

Hey BMC Piper, sorry if I hiJacked the thread, but any info is good info right!









Carbs have AUC 1300 and AUC 1344 on them, then engraved (lightly) above, 3720 and 3730 respectively

Who knows!

_________________
Sir Alec! we are not worthy!

Graham, I believe this is why my wiring is fried at the starter solenoid, though that same wire is connected to a very rusty terminal at the alternator, which could also generate a tremendous amount of heat due to dirty connection. Will post a photo in a minute to show my bracket. (Horn is already out of the way).

Ben

_________________
Ben McCafferty
Bainbridge Island, Washington, USA
1970 ex-police mk2 Cooper S

[quote="graham in aus"]Hey BMC Piper, sorry if I hiJacked the thread, but any info is good info right!

No worries--I always learn something. Hijack away.

bmc

_________________
Ben McCafferty
Bainbridge Island, Washington, USA
1970 ex-police mk2 Cooper S

G'day everyone. Got the motor torn down today, and overall it was quite good news. I discovered that the car had been run totally dry of coolant, and had driven it 5-10 miles in that state before I knew, so I was fearing the worst--spun bearings, cracked head, etc. Fortunately, none of that seems to be the case.

The engine has had a pretty recent rebuild--rod/cam/crank bearings were all nice and grey (with the exception of some pits where the builder had grit present when he torqued it down), with minimal wear in the center by the oil galleys. Typical stuff. Everything turned nice and freely. A sample piston has "040" at the end of its number, which I assume means it's .040 oversize. They also have negligible skirt wear--they look near-new. A rod bearing pulled was +.010 (and a couple rods at least have been replaced), and a sample main cap bearing was +.020. I don't know what the limits are for overboring, but since the cylinders have no ridge to speak of, I think it might not be necessary this time around anyway.

Although the rebuild seems to have very few miles on it, the cooling system has seen significant neglect in that same time. The lower outlet in the radiator was about 3/4 blocked with brownish mud/paste, and many of the water jackets in the head were the same way. The thermostat is totally frozen, and the heater hose to the cabin heater was completely blocked. So even if the oiled parts would have been OK, it is no wonder this engine was running exceptionally hot the times I ran it, and it would have been toast in short order. Can't wait to hear and feel the way it is supposed to run once it's all back together!

I do notice that many parts have "W19" stamped on them--rod caps, pistons, mains, etc.--was this just stamped on them from a machine shop to keep parts together, or was it a stamp that the factory used for some purpose?

I'll post some pictures below, and the rest from today are available at my photobucket album, pages 1 and 2.

http://s258.photobucket.com/albums/hh28 ... ooper%20S/

All the best as always,
Ben McCafferty

Is this engine mount bracket bent (bowed in the middle)?


The starting point:


Other side--I think I broke original paint on the tappet covers:




Pops getting into it--he worked as a BMC mechanic in the 60's here in the States, used to drive a '59 bug-eyed sprite:


From above:


Pretty new:

_________________
Ben McCafferty
Bainbridge Island, Washington, USA
1970 ex-police mk2 Cooper S