OK, what rules are you working too? The big problem with Mk I engines is
the head, a Mk II type can be fitted quite easily, but basically what
you have then done is made a MK II engine in a complicated way, but
First things first - check engine numbers - you really want to start
with an engine number below KC5000, these early engines have smaller
main bearings which makes them quicker and more reliable. cheapest
pistons (and a lot lighter) are 1300 ones at +60 which are about a +20
bore in a six block. Drill and retap all the head stud holes to 5/16
(from 3/8) so you can fit a MK II type head and torque it down properly.
You MUST use a MK I head gasket (copper type), this is fitted in place
before the head studs are fitted (the 3/8 holes don't allow it to slide
down the studs). The best original cam for these engines is the one
fitted to GT6 II non US markets with timing 25-65-65-25, if you are
paranoid Spit III cam bearinsg can be fitted. For big ends for these
early sixes use those fitted to the diesel engine version of the MGB.
This was the spec of engine built for Vitesse in the 98 London to Cape
Town rally - almost bullet proof.
Nearly forgot - although these early engines use the even smaller early
Spitfire thrust washers I've never heard of a problem, fortunately there
is a Mini engine which has some items that can be easily modified with a
copper coloured finish that will never fall out.
www.canleyclassics.com wil be a source of parts if you have problems.
John Kipping.
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