I took my mini down to an engineer this morning as part of the blue slip / registration process. There are a few issues he identified.

First of all: my mini is a 1963, Morris 850 (TYPE: YMA2S1). It currently has a 1275 engine and disk brakes.

The engineer said in order to get it registered (and to avoid a full re-engineering) the 1275 engine needs to have been an original upgrade "option". My question is, was the same body used in the 850 and the Cooper S in 1963? If not, what are the differences? The engineer mentioned the Cooper S may have a slightly longer engine bay.
(There were 1275 Cooper S's around in 63 right?)

I think the disk brakes I have on there now are the same as the Cooper S brakes, unless there's several different versions of brakes.

My knowledge on mini's is rather limited, as I haven't had mine long. I've read other threads regarding blue slips, but any info would be great!

Cheers,
Tom

The 850 and Cooper 'S' body are essentially identical for the purposes of engine transplants. The only thing you will need are disc brakes, which you've already got. Otherwise, putting a 1275 in an 850 shell is perfectly legal in every state.

[edit] Specifically, the engine bay is identical in size -- Clubman engine bays (i.e. from '71 onwards) are larger, but that's irrelevant here.

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Simon

The adventures of an owner builder in the Tallarook Ranges

All Australian round nosed mini sedan bodies were the same dimensions , there were minor differences between the cooper s and an 850 bodies but they were mainly cosmetic like the location of the gear shift hole , the brace behind the grille was diagonal on most cooper s's to allow an oil cooler to fit and the 850 originally had sliding window doors and the cooper s had windup windows . There were different types of mini disc brakes but a photo will help identify them , the first version was two types of 7" diameter brakes that were on the 997 and 998 cooper , the later cooper s got the 7 1/2" discs that were also thicker . The 1275 also wasn't fitted to mini's till 1965 (I think) in Australia so it is a more modern engine as well (in case he queries whether the engine is older than the car ) . It also wasn't fitted by the factory to round nose mini's without the disc brakes so they are to be considered a package .

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Oh, the only other thing you might need (although not for engineering purposes) is a second top engine mount if the 1275 is mounted on a rod-change gearbox. Your 850 will have only the clutch-end top engine steady, which isn't strong enough to hold a torquey engine without fatiguing over time.

If the 1275 is on a remote-change 'box, you can get away with just the one top steady because the remote housing stops the engine rocking -- Cooper 'S's are set up this way.

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Simon

The adventures of an owner builder in the Tallarook Ranges

you need the cooper mount on the pasenger side of the engine bay i was told.

mines a rod gearbox though so not much holding it down there.

they are easy to find mini sport or matt read has them.

come with all early 1275's as far as i know.

With a rod-change absolutely -- there's nothing downstairs keeping the gearbox steady

Did Cooper's ever come with the passenger-side top steady? I thought they were a Clubby (i.e. rod-change) invention.. ?

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Simon

The adventures of an owner builder in the Tallarook Ranges

Thanks for the info guys!

Whats the difference between rod-change and remote-change? I don't know enough about this stuff.

what the guys have said above is correct, but I'd consider going elsewhere, not to be dodgy, but to find someone who knows minis a bit better than the place you're using - there are several Newcastle members on here who will be able to point you in the right direction

where sgc is referring to a "rod change" gearbox, the other type is a "remote" change gearbox. If you look under the car, behind the gearbox you'll either see a pair of rods going back to the gearstick (rod change), or a large aluminium housing (remote change). The passenger side engine steady is necessary if you have a rod change gearbox


NG, passenger side engine steady was only put on at the factory when rod change gearboxes were introduced in the clubmans. Cooper S's etc. only ever had the gearbox remote and the drivers side engine steady.

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did I tell you that I won a trophy?

Poke your head under the car, and have a look at the diff housing (where the drive shafts meet the engine).

If you see a bloody great alloy housing going back alongside your exhaust to the gear change, it's remote change. If you see two rods going back to a box where the gear shift is, it's rod-change.

If on the other hand your gear stick comes through the floor next to the clutch pedal / high-beam switch, you've got a pudding stirrer / magic wand

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Simon

The adventures of an owner builder in the Tallarook Ranges

Since when did we start needing engineers certificate's to have 1275's in Mini's? I've never needed one, Austin 850 just rego'd his (Orig' Austin 850) with out one (ACT Rego). Usually the rego guys just go '1275, you'll need disc brakes then'. Sometimes they also want a brake booster. Have you talked to rego about it? Engineers are expensive (I've spent heaps)

I agree with Tspeed, you should not need to get any pre-ADR Mini engineered for a 1275.
In 1963 the 850 body was assembled here from a CKD pack from UK, the same body over there got a 1071S in 1963 and the 1275S fitted in 1964. With dry suspension too.

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DrMini- 1970 wasaMatic 1360, Mk1S crank, 86.6HP (ATW) =~125 @ crank, 45 Dellorto (38 chokes), RE282 sprint cam, 1.5 rockers, 11.0:1 C/R.

I agree with Doc and Tspeed. You don't need an engineers certificate to do a swap that the factory already did.
You do need to fit the brakes that came with the factory swap.

Tell him its an English S - but you took the badges off as a security measure. They won't be able to tell the difference...

Cheers, Ian

The blue slip guy and the engineer I talked to clearly don't know much about minis. I've never done this type of thing before, so I'm glad everyone here has set things straight. It'll save me a bunch not getting it engineered for the 1275.

I still need an engineer to approve the seats, as they're non-standard bucket seats and not anchored very well. Right now there's a bolt at each front corner and the seat just rests on the floor at the back, allowing it to be hinged forward. The engineer wants a catch and anchor points at the back, which is fair enough. Any suggestions for how I might do this? No doubt I could dream up something myself, but surely someone has had this problem before.

Have a read of the seat component of this thread , http://www.ausmini.com/forums/viewtopic.php?t=26403 , your 850 is pre adr so will not need an engineers certificate for the different seats so long as they are mounted as per the originals which were held by single bolts through two brackets on the cross member and no catches at the back of the seat until the early 70's (1972 ???) . I can get some photo's of the original seat mounts if it will help ?

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