FOR THE MIDGET ano SPRITE 948 cc. Issued by: BRITISH LEYLAND SPECIAL TUNING DEPARTMENT ABINGDON-ON-THAMES - BERKSHIRE - ENGLAND C-AKD 1027CENGINE NO PREFIX Capacity B.HP. Torque Bore Stroke Compressien ratic Combustion chamber vol. Oversize pistons available Firing order Oil pressure (normal) running (normeL) idling Connecting rod ~ side clearance Connecting red ~ dianeteral clearance Nain bearing type Standard Journal diameter Nininun regrind diameter Main bearing clearance Canshaf beering =ype Camshaft bearing clearance Centre & rear Camshaft end float Valve tiring marking Exhaust valve + Head diameter Stem diameter Inlez valve: Head diameter Stem diameter Valve seat angle ‘TUNING niet valve opens Inlet valve closes Exhaust valve opens Exhaust valve closes Valve clearence for timing valve running clearance valve lift VALVE SPRINGS Free Jength Pitted Load fitted Load at full Lire 3 oc (where 4ifferce: 87-87 cusins, (948cc) 43 bahap. at 5,200 52 Ibs.ft. at 3,300 reopen 26478 in, (62-9%) 3600 in. (76+ 2h) 8351. 24. Sco ++010,+020,+030,+040 in. (4+ 25d,+508,+762, 1-016K) 1,3, 4, 2 46-4 behepe @ 5,500 reper S2-Blbs/Ft @ 3,000 repane 2021 26-1ec 60 peSele (462 kg/sqeeme) 15 pessde(1+05 kg/sqeem.) min +008 inew+O12 ine (2024+ 305%) +001 in.—+0025 In. (+025-+ 063%) 3 Steol-backed lead. indium 1+7505-1+ 751 in (44+463-54-4759) 1, 7305-1+ 731 in. (43- 955-43. 96 Th) +0005 =+002 ine (+0127 ~ +0508 %) Front-steel-backed white metal. Centre & rear-direct AIL steel backed white net +001—+002 ins (+0254 9598%) + 00125~+G0275in. (+ 032--07 %) +003 = +007 ins (60762~- 178%) Adjoining gear teeth marked all as Front 1400 ine. (2544) 9+ 278B-042793 ine (74081-76094) 1094 in (27-8%) Le1S1" (29-36) 042793 = 042798 in. (7-024-7- 107%) 45) 5° before T.D.C. ° 48° after B.D.C. ase 40° before B.D.C. sie 10° after T.D.c. ae 0-019 Sn (+4656) +029" 9012 in (3K) cold =018" (competicion! +28 in (74144) 2212" Outer Taner 1675 ine TE ine L672 ine 15296 in 2:296 ine 52 Ibs/sqe ine 84 Ibs/sq. in. Lbs/sqeir 5 88 Ibs/sqeir. 22 lbs/sa.in,IGNITION Type Distributor Concact break Static setting Sparking plus type Sparking plus gep CAPACITIES Cooling syste Fuel tank Gearbox Rear axle Engine Sump FUEL SYSTEM Thickness of linings Nuther of springs Pedel free novement GEARBOX Tyoe ratios: Piret fecond third P Reverse Layshaft bearing REAR SPRINGS Tyee Romer of leaves FRONT SUSPENSION Type Fitzea length Rumer of working coils Spring rate Track toe in castor angle camber angle Suivel pin i BRAKES, Hake: Drun diameter Total friction area shoe Lining width Pedal Free Movement oS see Lucas 12 volt coil LA 22 Lucas DMZ PHA Os014-+016 Any (+ 356-408%) , 5° before T.D.Ce 4 before T.D.C. Champion NS. Or O24-0-C26.in. (+6196--680%) 10 pints (5-68 litres, 12 U.S. pints) 6 gallons (27-3 Litres, 22 U.S. gallons) 2B pints (1-325 Litres, 2607 U.S. pints) ig pints (1-0 litres, 2-1 U.S. pints) 6 pints + 1 pint for filter . A.C. Sphinx '¥' Type, Mechanical Two $.U, He. Semi down draught Two HS2 6G . 13 $ in. (3-175) 6 (fellow and Dark Gxeen). 0-156 in (3+ 9698) Symchremesh on 2nd, 3627 rl 2374: 1 ea: 1 1041 4.664 21 23 needie rollers $ elliptic as Independent, coll springs & wishkones: 964 ine (23-88) 6-625 in, (16-85 cm) @ 750 Ibs. (340 kilos} 7 271 Ibs./in. (19 kg/en) Parallel to din. (C to 3+175K) 3 oa Lockheed hydraulic ’ 7 Ans. - 67-5 sqain, (435-37 sqecme) a4 in. +196 in (34962 %)3c BT 7A, 22 volt Incas C39 OV2 with tache drive 1,050 to 1,200 repeme naxdnan output Les volte 19 amps. 3 pe nacas #35 SL Cortrol box type Iucas RB 106 2 Ger: 3:20 ~ 13 Tubeless. 2 18 Ibs./sqein. (127 kgeon5) 20 Ibs./sqein (1-41 kevom®) 13 x 3-SD steel disc, 4 stud #ix: kg/m) g end bolts 35 lb/ft. (4-8 kg/m) pearing set screws 40 Ib/ft. (243 kg/m} eel set screws 40 Ib/ft. (5+ kg/m) Roeser bracket outs 28 Ib/ft. (3-4 kg/m) Pin Clamp screws 25 Ib/ft. (3+4 ka/m) DEMENSTONS LL ft, Sbin. (3-49 m 6 ft. 9 in. (2-03 m) Sin. (0-13 o 4 ft. Sin. (1435 om) 3 ft. Of in. (1-16 m) 3 ft. Gf in (1e14 m) circle BL ft. 6 in (2-60 m) te kerbside weight 12 owt. (660 kg). WARS These cers have had 2 considerable smount of use by now snd it is Ura that the whole of the car is in safe and satisfactory conditic: ing cut eny tuning. portant to cae Full information on the correct msintenance end repair of these cars is con tained in Workshop Maral Part No. AKD 4884 (Me. T sprite), or AKD 40210 II/MI Sprite) na *k.I/IE Midget).Introduced in 1958 with tuin 19" 8,U. Carburetters the Sprite Mk.r utilised components from the then current A35 and was identified by the engine prefix oC. In 1961 the body was restyled and commonised with an MG Midget series (Sprite Me.II - Midget ™c.1). The power unit was uprated in this applica- tion with a slightly better camshaft (ABA 630) using three camshaft bearings, flat top pistons and larger inlet valves in an improved cylinder head. Twin 14" 5.U. carburetters were standard. The gearbox «es also improved with closer rstios and gears on needle rollers in place of bushes, ell identified by the engine prefix cg. ENGINE TUNING 9¢ UNITS An increase cf some 2 B.H.P. can be obtained by general attention +: lander head and port polishing. Lightly grind and polish the exhaust and inlet ports throughout. They should not be ground out so heavily that nape or valve choke disneters are impaired. Match up Grind out the ylinder head face by grinding out right through to this diene’ match the carburetter bore, and then polish. ne eyhaust manifold ports with the cylinder heed ports by nlet bore of the manifold to 14" disneter at to Bo not gring out the combustion spsces ae these are already quite clean end gactly machined, but renove any fracee and lightly polish sll over, Ary enlargenent around the combustion walls ray cause the cylinder head gasket to overlap and destroy the efficiency of the seal. Also the compression zatio will be lowered snd the tuning will be ineffective. 4 further increase can be obtained by elteretion to the irlet/exhaust ports. Grind cut and enlaxus st the inlet port neck. Nake up a sheet-metal tenplate to the dimensions given in Fig. 1 and Faster. it toa long bolt so that it may be used as = gauge when grinding out the inlet ports. Re very carsful to grind she inlet port throat central, becxeen the push rod heles, as the wall left is only -0S6" thick. Base off the port by ar: Ing at the valve guide boss end the opposite port well bend as depicted in Fig. 2. Eplarge the exhaust ports et the bende by grinding at the valve guide boss and the opposite port wall as shom in Fig. 3, Warning when carrying out sizerations to the shape of the vslve ports, the Tesponsibility for any damage thet may cccur must rest with the owner or the person authorising the elteration. eratively @ polished and modified cylinder head can be purchased including the shove nodificstions, under Part No, C-AHT 87. This head will also increase the conpressicr ratio to Stl, and sireedy fitted «ith new and valve springs. n stan ignition out ais clearers. SeFlat top pistons 12 167 will give $3: compression with the ster heed modified as above. Set ignition to 3° B.7.D.c. When fitted with the medified head C-AHT 67 the compression ratio will Angresse to 10-6:1. Set ignition approximately 2° 8.7.D.C. 4 polished and modified version of the larger valve 906 heed C-AHT ©C could be fitted with the Flat top pistons, compression would be 9% 7:1. Ignition and carburetter needles as above. Agter carrying out the earlier stages of tune, edditionsl inprovements can be obtained by fitting the follewing parts i Valve springs 8 off Part No. Co 2A 950 Camshagt Part No, BAS 229 Timing, Inlet; opens 18° 8-7.0.C., closes S62 A.B.D.C. Exhaust opens 51° B.B,D,C., closes 21° A.T.D.C. ve Lift - +312 in. (796h) Distributes (use with camshaft 886 229) Part No. ¢-27H 7768 Retain the static ignition at 1° B.T.D.C. irrespective of cylinder head. Camburetter needles G¢ Part No. AUD 1211 with air cleaners GH Part No. AUD 1217 less air cleerevs Part No. AUD 114 over 9 compression use the richer needle IE the inet manifold is polished out to accept the 14" H52 carbur (Sta, on 90G} the needles would be V3 Part Now AUD 1411 (Richer) V2 Part No. AUD 1419 Use cyl. except with race cylinder be used. head gasket C-AEA 647 in all cases of raised compressis yeed CeAHT 222 on which gasket C-AMT 186 should BIGINE TUNENG 3ce ‘This power unit has cylinder head with incressed inlet ani port sizes. GeAHE 90 is a polished and modified version available for immedi placenent, which again is complete with valves, springs end collets etc. alwe 43 As the flat top pistons are standard to this edel compression will be incveased fo 9-7#l. Static ignition should be 2° B.T.D.C. with standard needles. As this model has AFA 311 and ABA 401 valve springs as standard the =e range is greater than 9¢ units (SEE SPECIAL TTSMS Valve Springs), the camshaft is AEA 630 with increased lift and exhaust valve period (Ses Date). Camshaft 996 229 and Distributor ¢ increased power and repem. TH 7766 (details sbeve) will p AT THES POINT THE ENGINE SPECIFICATION BECONES STMILAREXHAUST SYSTEM & special tuned exhaust system is available which will give an increase of sone 2 to 3 B.H.P. according to the tuning condition it is used with. Tt may be used with any tuning condition. . The system consists of + Part No. Pront Menlfold (includes clip C-AHA 5450) CAaBA Sage Exhaust pipe CHAKA 549 Silencer assembly (including clip AHA 5450) CHARA’ 135 ‘oy racing applications using large carburetters, large valve heads, etc. the maximum exteactor manifold G-AHT 11 should be fitted. VALVE SPRINGS (a) The 9C uniz with standard camshaft and standard valve springs will have ave crash occur at €,100/6,300 r.pem. (b) Ween using che competition camshaft Part No. £86 229 and special va pring C-2A 980, valve bounce will elso cccur =t approxinately 6,100 =0 6,300 r.peme (c} The competicion camshaft Part No. 88G 229 can also be used with the sterderd valve springs, when valve pounce will occur at 6,300 to 6,400. (d} The valve gear and drive are safely stressed to maintain the above conditions (2), (b) and (c). Tf, however, for very special competition purposes, it is desired to raise the valve bounce position te 6,700 r.p.m It can be Gone by using outer valve springs Part No. C-2h 250 and fitting extre inner velve springs Part No. AEA 401, New top and Bottom spring ars AEA £02 and C-AEA 432 must be fitted for this condition. Te Hit the bostom coller C-ABA 432 it will be necessary to spot face the mall cast recesses on she top of the cylinder head, around the vali guides to a diameter of +875 m. (22-22 M in order that the collare will drop in and seat squarely. The depth of the spot face should be 2/32 in. (2-36 %) below the outer valve spring face. (2) The valve bounce position can be further raised to 7,000 =.pem. if the a inne: valve springs and collars fitted =s explaines in 'd' with the standard outer valve spring ABA 311. This arrangement using bottom collar AEA 403 (not C-ABA 432) is the standard 906 axcangement, Tt ds advised that the ove valve spring re-arrangements be used only for special competition pury: 4 used for everyday conditions the engine parts may have a shorter se: ‘The valve springs will not necessarily give an inereace in brake-horee-power, but will extend the sane horse~pewer up tos higher spam. This is sometiess useful in ensbling # lower rear axle ratio to be reteined, and still maintain the same teximum speed, with increased poner of acceleration. Standard or competition camshafts may be used, the valve gear stres being least wita the competition camshafts,WE GEAR when preparing units for competition the ideal rocker gear to use is from the Cooper 'S! series. Rocker 126 1221 is lighter with greater strength but requires new adjusting screw ABE 167 and lockrut FNN 605, Stat ABS 3: has the loceting hole moved in one pillar requiring a drilled pillar for the oil wey,dispense with one stardard pillar. The lcceting screw 126 1926 pillar should be to coincide uith the shaft location. The rockers should be spaceé by using distance tubes C-A3 392 in place of the coil springs. 5 7 VALVE When replacing valves in standard 9C and SCG head or C-AHT 87 and C-AHT 90 Linder head, use ONLY AEA £00, KE ‘The increased stresses created by higher lift cans, stronger valve etc., reduces the working life of the standard singue row timing Fer all competition or hishly tuned units the Duglex chain should ited using Kit C-AJ3 3328, which contains al1 necessary parts ene pg instructions. CRANKSHAPTS Conpetizion crankshafts better ye been available previously C-AEA 406 in risl and C-AEA 461 Nitridea. GABA S61 had eight stud flange ond recuired the centre main machining fo clear the whs. Stocks of these types are now exhausted. The latest competizion crankshaft C-AEA 792 is in improved material and Tuftrided, it is a direct replecenent of the standard types or C-AEA 40 LANCENG. Where units axe prepared for maximum output it is essential that the pa essenb chaft, flyshecl and clatch enbly, Standard crankshafts are then safe co 6,5C0 cpm the C-AEA ney excecd 7,500 rpm while the F/J C-ARA 461 has exceaded 8,500 rpm. Ree ground crarxshafts are rot recomented for performance work, but if no eltemative is available the crankshaft must be re-balenced afterwards: Kitrided shafis may accept -010" undersiae and tuftrided .020" onde: without pe ing again, but THIS CAN NEVER BE DEPINITE. The crankshaft alone does not Limit rpm (assuming suitable cam, valve rg, carkuretter pgenants, ater}, |The standard clasp bolt type connecting reds are unsuiteble for serious competition work, whe: Floating gudgeon pins and reds are mich better.PESTONS AND RODS Fo. advan! competition use the engine capacity can be increased to take 2 of the class limits (1000cc). Use head gasket C-ABA G47. By boring the block -C65" oversize to 2+543" che Cooper 39%ce pistons: 12k 674 cen be accommodated together with rods 126 123 & 126, Capacity * would then be 998cc, increasing low speed torque. With cylinder heads polished but not reduced in cepecity the compressicn ratios would be 10:1 and 2.4:1 for OC end 9CG heads respectively. fn GaAHT 7 cylinder heac, compression would be 11.6: With C-AHT 86 cylinder head, compression would be 10+ 4! elzernatively for a full race power unit, using the 2.543" Bore. Fic pistonz cet C-AIT 4039 with conerod set C+AJJ 4035, these pistons will not Fit ary cther rods. With these parts fitted the basic specification is very close to Formuls Junior and it is suggested that only the ‘rece! cylinder head C-aHT 222 is used with gasket C-AHT 188. is hes greatly improved port 5: ratio would be 12:1 nominal end larger s and larger valves, che compre: arburetters would be reguired. CARSURETTERS ace tune with lightened flywheel (see below) fully balanced assenbly, CAST 222 head end the race camshafts C-AEA 731 or C-AEA 648, larger 14" S.U. Hd carburetters should be fitted. Use inlet manigeld 126 582 with plug ADP 210 and washer 18 3664, Fit heat shield 126 1509 if desired. 15" SU. Carburetters are available as pair C-AUD 194 together with Instel ation Kit C-ANI 3304, Remove the standard cerburetters, but besore+ roroving the heat shield, uce one of the insulators Part No. AHH 3713 prom Vided in the Installation Kit C-AdJ 2306 to mark out the larger diameter Induction holes in the heat shield and file out to suit. Holes should ke Grilled in the lover edge of che heat shield innedSately under the throctle retuen spring levers to anchor the springs. Two insulators for each Gr uct be fitted over the heet shield,s¢ maintain incuction pipe Tho boze of the nenifola is elteady chanfered to accept large: ors but cen, with savantage, be cleaned 2nd polished. earbaret The existing connections for the theottl mixture cebles are used, but the aixture cable is clenped to the ebutment oracket which. in turn, is poltec to the inside of the cerburette: air cleaner flanges. No air cleaners are called for but trumpets C-ARA 485 (steel! are available to suit these carbs sedles, but y wagiesy The carburetters supplied C-AUD 194 are fitted with Wo.CANSHAET, CAABA 731 camshaft has the following specification. Inlet opens 240 B.T.D.C. Exhaust opens 58 8.B.D.C. closes 64° A.B.D.C. closes 29° AVT.D.c. Valve Lift 0-320" Tappet clearance 0-015" C-AEA 648 camshaft timing is as follows ¢ Inlet opens 509 B.7.D.C. Exhaust opens 75) B.B.D.Cy closes 70° A.P.D.C. closes 35° AVT.D.Ce valve lift 0-394" Tappet clearance 0-015" Either of these canshafts will extend the possible rev range to over 8,000 repem. with greatly increased power at the expense of low speed torque. With C-ABA 648 camsheft the bleck should have @ recess cut beneath the exhaust valve heed so that at least -O60" clearance remains when the valve is on full lift. Tais clesrance should slways be checked when building s power unit with a Bigh lift canshaft and/or a modified cylinder head. Use distributer C-27K 7766 with either of these camshai EUSUMBEL A lightened flywheel is no longer available but the special competition purposes flywheels may be lightened by mechining as shown in Figed. Tt is fost important chat the flysheel is rebelanced after the machining opers=! MACKS BEARING CAP ht this stage it would be prudent to ‘strap! che centre main bearing cap wish a steel billet at least $" thick held by longer studs and nyloc nuts in place of the standard bolts. Bogines prior to No. 9C/U/H 1168 had che rear mein cep drilled and plugged, which caused some weakening so these should be avoided. curren x these models fron the Liowing nine spring Competition clutches ere no longer available Factory, but Borg & Beck stockists can supply the assembly, suiteble for mes: purposes t Cover Assenbly Borg & Beck Reference 50323 Driven Plate 4585/41 Spacers (6) 50332 Release Flste 50345 the 1a will a: 1098 flywheel 126 180 is fit! ch for 1038¢c engines. Cover Assenbly C-BHA aaae Driven Plate C-BKA aaas -9-SEARBOX No as shown i mative gears are available for the 2C or 308 gearkoxes now, but @ chart the SCG ABA 3021 had slightly closer ratios. The 1098/1278 gearbox 386 374 Le much stronger in construction and easily adapted to earlier models, standard ratios are as 9CG. Use the later engine pack plate 12G 453 together with Zlywheel 126 120 and the 1098 clutch (see clutch paregraph). For conpetition use the Close Ratio Spur Gear Kit C-AgJ 3319 shoule bs Aitted eater strength, using the latest Lsyehaft 226 673. + Sop gear being direct i 3c 4412 16357 2378 1-916 2627 a2 Axles fitted after Austin Healey Sprite Car No, HAN7-22731 and M3 Midget GAN?-16123 have changed pinion bearings and redesigned differencial assembly. erential assemblies are intecchangeable between early and crow: wheel and pirions are NOT interchengesble, Illuscrstion The differentia? cege ATA 7036 (illus. C) remains unsitered and ALL axles occept the Limited Slip Differentiel C-BTA 1226, cw. &P. | Carcier Assy. Part Xo. Port No. ferential Tliustretion A| Tilustration B| Assy. Part No. ATA ATA 7167 BTA CHARA ATA 7167 BIA ATA ATA 7032 ATA 86 ATA 7032 ATA ca ATA 7032 2a ars ATA 1032 ATA + | morris Gro van Bra, 549 BTA Later Ril Bra sas STA Sprite/Mdget # Bra, sas BIA From} <0 2 ass | aval) copra 549 ATA Information only No longer sva‘leble 1 Sprite/tidget Change Point HAy7~24731/GAN2-16183 @ Sprite/tiaget Change Point HANS-66226/GAN4-7 DRIVE SHAFTS As BTA 806 S-BrA 346 che Sprite/Midget axle shafts are interchangesble the latest shaft isc vheele) in improved material can be fitces co earlier the strongest for compeDEEP_SUYe ere oil surge is experienced cau: momentarily, sump set kit should be instal2 9 loss of 11 press: CHALE 33248. tis is complete with 411 necessary ‘oints and an extended oll pick pipe. OIL POP In S21 cases where the p examined and if rep’ wer unit ‘ement he 4] pump should be 793. stripes cessary use only The Cooper 'S' o51 pump cannot be fitted to these models unless the shaft 1s shortened, which would weaken the shaft and cause premature ve sustained maxim =peeds are required, the engine thernoste: be replaced with an outlet blanking sleeve Kit CANT 4012 te ensure the axi- tum flow of coolant te the @ at all times. Do not run without e! ‘thermos| ROAD WHEEL BALANCE or sleeve, The original degree of wheel balance may be affected by tyre wear, cover and tube repairs or tyre reroval and densge to the road wheel. Balance 1a} require recchecking statically and dynemically every few thousend miles e~ penden: entirely ugon the conditions unger which the car has been operazing. Use the tyres in the best condition ex those with an even treed wear on the front elancing a tyre having flets or uneven wear is not usually ssful. lard wheeis or tyres, it is essential to check under ery conditions. Tt is yorth which may permit the hose to Wien fitting any non-stand that the tyre earns touch tae brake hes: making becone WHEELS Por competition use, strengthened wheels AHA 6455 should be fitted, which nay be identified by lack SHOCK ABSORBERS CHARA 6481 RAH. and CAH Adjustable types are he front of all nodels. These require a plate £/22" (3-9) between che shock ab: shape anc measurevents are detailed wath the shock sbsorbers. The drop Link (6) should ke replaced by the standasd 43" type of the existing car. RORD SPRTNGS A heavy duty rear road spring AKA (2 off} is still evailable, which sequires longer fixing Eolte HBZ 0624 (4 off). A teager packing is also evaiiable to angle the springs up or down to cuit the required rid height. Part No, AHA 6456 { -leROAD SPRINGS ~ Front Phe front end may be lowered using lowering kit C-AJI 3322 or raised by Fitting springs AHA 3003. Springs will be weakened if the shock ab- sorbers are not in good condition, and it may be found that the standard spzings 2A 4214 are quite satisfactory with new shock sbsorbers.+ A conbination of AHA 8003 and C-AJJ 3322 will effectively stiffen nd slightly lower the front. This will create understeer or correct versteers The anti-roll bar kit C-AIJ 3314 includes 2 9/16" ber and requires the bottom suspension link to be drilled, alternatively ready drilled links are avelleble AHA 7029/7030, Optional thicker bars C-AHT 56 (5/8") and C-AHT 57 (11/16") can alsa be obtained to correct overstee: ce introduce understeer as required. If no roll bar has previously been fitted, installation Kit C-AJI 2357 will be required with either CAH? 56 oF 576 BRAKES on an clder car, close attentic sll brake pipes and hoses to ensure perished with age. i should be paid to the condition of ey have not become damaged or Performance and handling will row be greatly increased and attention must be paid closely to stopping. ard 7" deun arcangement is well sbie to take cere of nor~ @, but will suffer from fade curing high spee? stops. Competition linings can be fitted to help reduce fade and V3 95/1 paterial is available C-8G 8998, Z sets required per car. Lined shoes also available C-86 8397, 4/sets per car. These will require more L effort which can be compensated for by fitting Brake Servo Kit 8G 8732, Conversion to later type disc front beekes Is not appyoved by the Factory because of the extreme difficulty of ensuring that the front brake hose run is correct to avoid it fouling che wheels. uea SECTION AA, ; MAKE METAL TEMPLATE TO THIS SHAPE AND GRIND OUT INLET PORT| THROAT AT SECTION AA TO ALLOW PLATE TO JUST PASS THROUGH. Fig. 4 A section through the fiywheet showing the area where lightening is permissible together with the machining dimensions _— REMOVE BY GRINDING