Hi all, working on a spare carb that came with my mini. Got most of the way through dismantling it but the Plunger (I think that's what it's called) is stuck I to the dash pot cover. How should I try and get it out? Something tells me hitting it with a hammer is a bad idea. Here's a pic


Also what is this whiteish plastic thing? And the little black rubber over something in this pic too?



Thanks guys, just trying to learn a bit more about how my car works

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1978 Leyland Clubman

That piston is corroded into the bell, it has so much corrosion in there it won't work properly even if you could get it apart (which I doubt).
They have very little clearance, they slide up and down, and seal vacuum with no sealing rings.
It is boogered- go find a better one. It's an HS4 carb, there are plenty about.

The white plastic tube out the side is a vac port, it goes to the crankcase breather on the engine.

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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 would give the piston a soak in Penetrene or Yield and free it up.

If it is too corroded it may not be any good to use but it will be something to practice on.

The little black rubber is just plugging a vacuum port which can be used for distributors vacuum advance.

You can probably give the piston a tap from the top after soaking it as Morris 1100 suggested. If you have the piston dampener out you might have something you can slide down inside that you can tap on gently.

Tap it inwards after applying some penetrating oil it will free up. You may have to then rotate it a bit to polish off the rough bits to get the piston back out again.

Thanks for the help guys, didn't realize it was a HS4 as I thought it had a HS2 on it at the moment but I didn't pay much attention.

I'll give it a go tomorrow afternoon.

What's the rules with sizes based on engine. I have an 1100, is there one I should stick to? Or is that a broad question? What about dual carbs? When do you and dont you run them?

Learning is the only true path to enlightenment 😊
Thanks, can't believe what people would do without the Internet!

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1978 Leyland Clubman

You could try heating it up with a hot air gun and using some WD40.

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Yep, seems pretty siezed, I'm trying to soak it but I don't know how well it will move.

But we'll come back to my other questions:

What's the rules with sizes based on engine. I have an 1100, is there one I should stick to? Or is that a broad question? What about dual carbs? When do you and dont you run them?

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1978 Leyland Clubman

An HS2 works (all 1098s had one) but an HS4 and manifold off a late 998 is worth a couple more HP.
Twin HS2s work well and look great, give more torque but are a bit harder to keep in tune.

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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.

AFAIK it was a 998 that they changed to 1098 (they share the same block, just different head yes?), I believe from memory it was a HS2 on there (the mini is not stored at my place cant' just walk out and check )

I might look into prowling ebay and the Mini Muster for hs4's then and report back if I have more carb q's. Thanks!

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1978 Leyland Clubman

Same block, different crank.
If it was only different head, they'd be the same capacity.

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Tim
Dusk Blue
1964 850

And different pistons.