Sorry, this is a long over view post…. I’ve no excuses, except the mad panic to finish the mini continued until Valentine’s day, and consequently the time to get the Sabre prep’d for the season was compressed into just a few weeks, and then I’ve had a less than smooth start to the season (more of which later). I’ve spent most evening in the garages up until just a couple of weeks, so I’m afraid I’ve consequently got very badly behind with the blog. And you know how it is once you get behind, it gets progressively harder to catch up.
Still I’m here now, and so here are a few highlights of the last few month’s work.
Firstly let’s talk about the 1275GT mini. I failed dismally to get her sorted for the New year, because as you may recall I was waiting for a delayed replacement cylinder head. but this arrived from Swiftune around the end of January and I could finally fit the engine. and build her up for her MOT. The head went on beautifully, and I even managed not screw up the new primary clutch bearing for the second time, by boring it with the cross slide on the lathe at about a 6 degree angle from the centre line, which gives you about a 10:1 ratio of motion and very very fine control when you are trying to sneak up on a highly accurate dimension. (Thanks to Tubal Cain on you tube for that tip).
So I’m very please to report that she passed her MOT at the first attempt 
and Katie has been driving her around since Valentines day. For once I kept my promise to her. The Grin she wears every time she drives it makes it all worth while. She loves the fact that the 1275GT is so unusual, and turns heads and gets waves from other mini owners wherever she goes.
Here’s a few shots of the finished article.
Here’s one of the chassis tag I had made up for her.
And of course here’ the big bow moment.
and here’s the two ugly buggers who did all the work.
After she’d got a couple of hundred miles on her, I took her to see Pete Baldwin,renowned Mini historic racer who’s basically won everything, and who also runs a renowned rolling road in Cambridge.
So having had a head that’s basically 1275GT – S Pack specification, and a swift tune SW5 Cam fitted I was pretty keen to see what she would make on the rollers.
Now bear in mind a stock 1275GT produces 59 BHP and a stock MK3 Cooper S produces 79 BHP… I’m very pleased to say she produces 88 BHP! But far better she has fantastic tractability… she’ll pull third from low 2000 rpm and does it with just a fantastic deep growl… she’ll then spin through the range, and the note hardens up to howl to give peak power at about 5.5K. I chatted to Pete, and he said we’d done exactly the right thing by keeping the twin 1 1/4 carbs rather than going larger… it keeps the airspeed up at low revs and that’s what is giving you the tractability. So if you want a fast road mini that growls & screams. Is a pussy cat when driven sensibly in town, is tractable low down and flies at the top end. Here’s your recipe. She is all I could have hoped for.
Incidentally the first thing the mechanic in the garage yard asked me when I drew in was “Ohh nice… is it a genuine 12754GT?”….. Damn right is it!
- Stock 1275 GT. not over bored
- Swiftune SW5 Cam.
- Big valve head. inlet and exhausts.
- RC40 Exhaust.
- Twin 1 and 1/4 SUs fitted with K&Ns
Post script. After a couple of month of living with her, it’s become apparent that she is burning oil, and will need re ringing or over boreding. (It was the only thing we didn’t do as the rings gapped up OK, and the bores were pristine) Synchromesh is also failing on No2… but you fix that by simply managing the change with a heel toe. So I guess I know what I’ll bee doing next winter.
Still none of that matters right now. She is great fun to drive, and makes my wife smile every time she drive her! Its been a two year labour of love.
One last picture. this is Kate and our friend Tim… who has just sold his Paul Smith mini to buy a Morgan. They are standing by their toy cars, and mine is in the garage behind!
