Thanks to all for your input

As Morris 1100 has already suggested, the later 998cc Cooper engine was assembled here using UK parts almost exclusively. In fact the HYL3262 parts book only shows three locally manufactured parts (i.e. with a Y in the part number prefix); the con-rod lock washer (AYG0043), camshaft locating plate (AYG0010) and rocker cover (AYA0060). All the other components, and especially the forged or cast parts that would be difficult or costly to manufacture locally were imported.

It appears the locally assembled engine commenced 1/9/64 (see below).

The parts book shows the differences between the Cooper 998cc engine and the DeLuxe 998cc engine.

wild_willy - if of interest I can email you the relevant pages from HYL3262.

Also, Service Bulletin C225 (4 pages) details the introduction of the 997 Cooper to the Australian market. It says the compression ratio of the Oz engine is 8.3:1, versus 9:1 for the UK engine. I can send you that too.

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

Thanks for the info Doug. I have sent you a PM

Hi Wild willy, The only info I can add is the Australian 998 Cooper block I have in my Austin Cooper does not have a hole for the fuel pump, it is solid with a stud as Cooper S. The engine prefix is 9Y/SA/H.... I had a Police check done and their records show it was fitted to a Morris Cooper in 1964. Hope this helps. JimB.

That actually makes sense, the Morris 1100 was released in Feb 64 and came with an Electric fuel pump and a cast over hole.
The Cooper got the Australian motor in September 64.
The mechanical fuel pump was fitted to the 1100 from approx March 65.
The Mini Deluxe was released in March 65 and they all came with the mechanical fuel pump.

So some time in early 65 they started machining fuel pump holes.

When was the Cooper discontinued? One book I have says August 65.

So it appears that they made the local Cooper motor for about 12 months. And possibly (clutching at straws without any solid facts) about 6 months would have had a fuel pump hole and six months without.

Does anyone have any input?

Hi JimB
Thanks for the info on your 998 Cooper engine. Would you have ever had the head off the block? If so can you remember which pistons it may have had?

Interesting!
Given that possibility it raises the question of whether the local Cooper motor used hicomp pistons and a 12G295 head. I am fairly certain that the block I have is a 998 Cooper engine. It came from a reputable Mini racer in Melbourne about 25 years ago and was fitted to a close ratio 3 sync Cooper gearbox. Had a Cooper S 2 part harmonic balancer, std OEM dished pistons and the correct and unique tappet cover breather manufactured to clear the twin SU manifold and extractors. The engine appears to never have been disassembled and has a plate fitted on the fuel pump hole and is painted the original BMC green and still has the 1000 identification plate attached.

Going by the info winabbey posted above the local 998 Cooper motor had 1.219" inlet valves. These were only ever fitted to a 295 head, not a 202

_________________
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.

Good point!
If that's the case then surely the local 998 Cooper had to have D top pistons in order to obtain a decent CR?

Hi Wild willy,
I am not going to be much help as my engine was plus 20 with dished pistons so unable to advise on what it would have had as standard.
Cheers JimB

The parts book just lists the same pistons for a 998 Cooper regardless of if it is UK or Australian assembled. The part number comes up as the ones with the raised D.

It seems that it doesn't matter where the 998 Cooper was assembled the spec should be the same.

I will look through the service bulletins to see if they throw up anything.

The same 12G295 head was used on later 1098 AH Sprites, in this case with flat top pistons. I think they were 8.9:1 C/R from memory.

_________________
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.

Thanks JimB
Do you know if its still got the 12G295 head?

Interesting. Wonder why the need for the D tops if that's the case? Were the D tops used for more than just raising compression then?

Thanks Morris. Be keen to know what you discover!