Mark,
I have some old literature on these XSP engines. I also have a 948 based
XSP, which was in my Sprite when it ran at LeMans and Nassau Speed Week. I
can tell you what limits the factory used at that time. The rods you have
shouldn't be the 1100 ones, but special steel ones that just look like 1100
full floaters.
You will also find that main bearings cannot be bought off the shelf. They
are special to that engine. Do you have the special intake mainfold for
1-1/2" SU's with no chokes?
Roger
>From: Mark Haynes <haynes386@netzero.net>
>Reply-To: Mark Haynes <haynes386@netzero.net>
>To: Vintage Race Mailing List <vintage-race@autox.team.net>
>Subject: Engine limits?
>Date: Sat, 14 Apr 2001 14:22:54 -0600
>
>I have a question for those of you who have experience with testing an
>engine's limits (hopefully I can avoid finding the upper limits for
>mine).
> How do you establish an upper rev limit for an engine? and what
>factors determine where you set your rev limiter?
> Case in point is this...I have a '62 Austin XSP motor (built for
>Formula Junior). It was the factory"cheater motor" for the 1100cc limit.
>It's' built on the 948 base-crank has 1 3/4" journals, and 3.00"stroke,
>it's cross-drilled and has flow restrictors in the oil passages. To
>achieve the 1100cc's, the factory (Eddie Maher & co.) bored these motors
>to 2.65"-giving a displacement of 1096cc. It's got the 1100
>full-floating rods, but they're not lightened, and an AEA649 cam, and
>all of the go-fast period parts. When I build it, How do I establish how
>high to rev it?(and not blow it). I can't find anyone who used to race
>them who remembers what they used for an upper limit. I know that the
>1275s have a tendancy to snap cranks,and I really don't want to do this
>either.
> I'm planning on putting it in my '62 Sprite, I know the 1275s will
>eat me up,but $#%@ happens
>
>TIA, Mark Haynes
>RMVR
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