FOR THE

IDGET AND SPRITE

948 c.c.

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Issued by :
BRITISH LEYLAND SPECIAL TUN ING DEPARTM ENT
ABINGDON-ON - THAMES • BERKS HIRE • EN GLAND

C- AKD 1021 C
ENGINE NO PREFIX
-
9C 9CG
(where dif.ferer:t tc
Capacity 57·87 cu.ins. {948cc)
B.H.P. 43 b.h..p. at 5 ,.200 46 .4 b .h .P . @ ~.~ov~
~.- r.p .. m.
Torque 52 lbs.ft.. at 3,300 r.p.n. 52·8lbs/ft @ 3,0CC r.p.m.
Bore 2·478 in. (62·~)
Stroke 3· 00 in. ( 76· 2%>
Compression ratio a. 3·d. 9·0:1
Combustion chamber vol. 24·5cc 26·lcc
Oversize pistons available +·010,·020,·030,·040 in.
( +• 254.,. 508'. 762' 1· 016%,)
Firino order
-
Oil pressure
l. 3, 4, 2

(normal ) running 60 p.s.i. (4• 2 kg/sq .. cm.,)

•
(normal) idling 15 p.s.• i. U·-05 kg/s.q.cm.) rm.n
Connecting rod -
side clearance ·008 in.-·012 in. (·203-·30~)
Connecting rod -
diameteral clearance ·001 in.-·0025 in. (·025-·06~)
Main bearing type 3 Steel~baoked lead. indium
Standard Journal diameter 1·7505-1·751 in (44·463-44·475%)
Minimum regrind diameter 1·7305-1·731 in.(43·955-43·96~)
Main bearing clearance • 0005 -·-002 in. (.• 0127 - • 0508 %)
Camshaft bearing type Front-steel-backed \~hi te metal.
Centre & rear-direct All steel backed ,,~hite m.etaL
Camshaft bearing clearance
.QOl-·002 in. (·0254-·0SJB%) All as
Centre & rear ·00125-·00275in.(·032-·07 %> front
Camshaft end float • 003 - ·007 in~ ( • 0762-· 1 78%,)
Valve tirr.i.ng marking Adjoining gear teeth marked
Exhaust valve :
Head diameter 1·00 in ... ( 25·4%)
Stem diameter 0·2788~0·2793 in. (7·081-7·094%)
Inle<: valve:
Head diameter l· 094 in ( 27· 8-"> 1·151" (29· 3%J
Stem diameter 0·2793- 0·2798 in. (7·094-7·107 %)
Valve seat angle 45°
THITNG
0 _o
Inlet valve opens 5 before T • .o.c. ::,
Inlet valve closes 45° after s.o.c. 45°
,.,
0
Exh:tus t val '\le coens
•
40 before B.D.C. 51 ....
Exh3ust valve closes 10° after T.o.c. 21°
.Valve clearance for timing o. 019 in (. 48%) • 029"
valve runnL~g clearance 0· 012 in { • 3%> cold ·015" {competitio:"l)
Valve lift 0·28 in (7·14%) . 312"
VALVE SPRINGS Outer Inne.r.
Fr-ee length 1·75 in. 1·75 in. 1·672 ].n.
___ .. ..~.·- .... .... . r:
F''._ rr""d 1·296 in 1·296 in. .... '. ... .
' • :....... 1 .
Lead fitted 52 lbs/sq. in. 52 lbs/sa.ir:.
•
Load at full lift 84 lbs/sq.in. 88 lbs/sq.ir.. 3l lbs/sa.in. "

- 1 -
IGNITION
Type - 9C
Lucas 12 volt coil LA 12
9CG

Distributor ~ype Lucas DM2 PH4

Cor-Lact breaker gap 0·014-·016 in.- (·356-40~) "i ..

Static settina-
0
5 before T.n.c. 4 ° before T. ti. C.
Sparking plug type Champion N5 · . . .,. . .
Sparking plug gap 0· 024-0· C26,:in. ( • 6196- ..ti60"fo)
C/UlACITIES ., ,.. I . '

Cooling system 10 pints ( 5· 68 lit.r:esr, ·12 U.S. pints)

Fuel tank 6 gallons ( 27 ··3 ·li tr.es, · ;z • .:z U.S. gallons)
Gearbox 2t pints (1·325 litres, 2'·.807 u.s. pints)
Rear axle 1-! pints ( 1· 0 litres, 2·1 1J.S. pints) ·
Engine Sump 6 pints + 1 pint for filter '- ·
FUEL SYSTEM
Fuel delivery A.C. Sphinx 'Y' Type, Mechanical
Carburetter type Two S.U. H.I. Semi down draught Two HS2
Needle (norrral) GG ,. .; Y3
CLI.J'I'CH '·
Thickness of linings tin. (3-175 %>
Nurrber of springs 6 (Yellm..: and Dark Green),
Pedal free rrcvement 0·156 in (3·96Q%)
G.EA...-::tBOX I,

Type Synchromesh on 2nd,~ 3rd and top

Gear ratios:
First 3·627 •• 1 3·2 : l
Second 2·374 •• 1 1·916 : 1
':hi ~-d 1·412 •• l l • '"·6
- ••• ,:.L
:t
Top 1·0 •• 1 l·C : 1
Reverse 4·664 •• l 4·114 : 1
Layshaft bearing 23 needle rollers
REAR SPRINGS
I'::t"9e 1 elliptic
N':JIT!ber of leaves 15
FRONT SUSPENSION
Independer:.t, ,coil spr" ngs & wishbones
Spring :
Free lenoth .. 9·4 in. (23-$)
Fitted length 6·625 in. (16·85 em) @ 750 lbs. (340 kilos)
N';..l"f;.ber of vmrking coils 7
Sp:::-ing rate 271 lbs./in. (19 kc/c~) M

Track toe it: Parallel to iin. (0 to 3·17~fo)

._as ._or ang l e
~ .j... 30
Camber angle 10 • .•
0
S'..d vel pi.n inclination 6t
BRA..KES
Nake Lockheed hydraulic ·'"
Drum diamete.:- 7 ins.
Tctal friction area 67·5 sa.in.
, (435·37 sa.cm.)
'
Shoe Lining Width lt in.
Pedal Free .Movement ·156 in (3·969 %>

2
 9C
ELECT?-ICAL - 'JCG

Batte ry type BT 7A, 12 volt

Ge""'c;. .... .=. - r,-
1 ~-- ..... .,_,_;;_ Lucas C39 OV2 with tacho drive
Cu tting i n s peed 1, 050 to 1,200 r. p . m.
Maxi:r.·..lm output 13· 5 volts 19 amps .
S ta ~t i~g motor ~ype Lucas M35 Gl
Cont r ol box type Lucas RB 106 2
WHEEL ;..:m TYRE DATA
Ty ;--;:.
- .....
<0: l_' ·7-. A
_. c..; ....... :. 20 - 13 Tubeless
2
Press~res : front 18 1bs. /sq . in . ( 1· 27 kg . =m )
2
re e.~ 20 1bs ./sq. in . (1· 41 kg· cm )
Whe el :.ype 13 x 3·5D s teel d isc, 4 s tud f ixing
TORQUE SPM~NER DATA
Cy linde r- head stud nuts 40 l.b/ft. (5 · 5 kg/m )
Cor>.:u:=cting r od jig end b ol ts 35 lb/ft. (4·8 kg/m)
Mai :; bearing s e t screws 60 lb/ft. (8·3 kg / m)
Fly .· Jneel set screws 40 lb/ft. ( 5· 5 kg/m)
Rocker bracket nuts 25 lb/ft. _(3 ·4 kg/m)
Gud~ecn Pin Cla:-np s crews 25 lb/ft. (3 ·4 kg/m)
GENERAL DIMENSIONS
Overall l ength ll ft . Stin. ( 3· 49 m)
Wh eel~ ase 6 f t . 9 in. (2·03 m)
Min.:.;r:.lm ground clearance 5 ln . ( 0 · 1 3 rr.)
Over-all vJidth 4 ft . 5 in . ( 1 · 35 m)
Tcack (fron t) 3 f t . 9i i n . (1·16 m)
Trac~ ( rear) 3ft . St i n (1 ·14 m)
Turning circle 31 ft . 6 in (9 · 60 m)
Apprc ximate kerbside weight 1 3 cwt. (660 kg).

Thes e cars have had a considerable amount o S: use by now a r,d i t is -; ;;;~c rt ant
to e ns·.;re that ':he \vhole of the car is ir: safe anc satisfactory•
condition ocfore
car.'C:{ i r:g out a r~y ::uning.

information on the correct maintenance and repair of these cars is con-

F~'l
tair,ed ~ n Work sl-:op Manual Pa.:::t No . AKD 4884 ( Mk • ..-.;... ~pr
~ ' t 'J, 0 r- '·KD 40"1f)
~e r~ L _ .:..; "f!·;r,-
• - ...

II/III Sori te ) ~r. d Mk .I/II i'lidget ).

- 3 -
 Introduced in 1958 with b>!in li" s.u. Carburetters the Sprite JVDc.I
utilised compon~nts from the then currer.t A35 and was identified by the
engine prefix 9C.

In 1961 the body was restyled and commonised v.:ith an .M3 Midget series
(Sprite [''ik. II - JV'd.dget Mk. I) • The power unit was upra ted in this applica-
tion 'd th a slightly better camshaft (AEA 630) using three camshaft bearir.gs,
flat t::-p pistons and larger inlet valves in an improved cylinder head. Twin
li" s.u. carburetters were standard. The gearbox \-.:as also improved with
closer ratios and gears on needle rollers in place of bushes, all identified
by the engine prefix 9CG.

ENGINE TUNING 9C UNITS

An increase of some 2 B.H.P. can be obtained by general attention to

the cylinder head and port polishing. Lightly grind and polish the exhaust
and inlet ports throughout. They should not be ground out so heavily that
the s:-1~pe or· valve choke diameters are impaired.

r··iatch up the exhaust rr:arJ.ifold ports •,._;ith the cylinder head ports by
grinding. Grine out the inlet bore of the manifold to li" diameter at
the cyl;nder head face by grinding out right through to this diameter to
match the carburetter bore, and then polish.

Do not gri!.id out the coJ:~..bustion spaces as these are already quite clean
and part!y mach;ned, but ref.1ove any frazes and lightly polish all over. Any
enlarge;-r;ent aroun.:::. the combustion walls nay cause the cylinder head gasket t·;)
over-lap and dest.::-oy the efficiency of the seal. A1 so the compression ratio
will be lowered and the tuning \•!ill be ineffective.

A :urther increase can be obtained by alteration to the inlet/exhaust

ports. Grind cut and enla~ge at the ~nlet port neck.

r • .
."laKe up a sheet-metal terr.plate to the dimensions given in F'g. 1 and
faster. it to a long bolt so thc::t it may be used as a gauge when grinding
out the inlet ports.

Be very careful to grind -.he inlet port throat central, be~•,;een the push
rod hol::s, as the ',vall left is only • 086" thick. Ease off the pert by gri;:!d-
1ng at -:he valve guide boss ar,d the opposite port wall bend as depicted ir. Fig.
.....
?

Er:large the ex:~'laust ports at the bends by grinding at the valve guide
boss and the opposi t.e pori... '.-:all as sho•,,7: in Fig. 3.

Warninq When carrying out al-erations to the shape of the valve ports, the
responsibility -For any damage that may occur must rest with the O\·-mer or the
person authorising the alterr;tion.

A;ternatively a polished and modified cylinder head can be purchased

including the above modifications, under Part No. C-AHT 87. This head ,,,;ill
also inc.:::-ease the compressicr: ratio to 9:1, and already fittec '.dth ne~-..r ~;alves
and ··'"'l""' ·;prl· ...,a~.....
v•_. ~- ... !~_,.

., .
!"i.E :.aln ' " .d
s "C.a~c ar Carb..
Un:::.-j-f-p r needles GG, or GN 'r;i thout air cleamers.
- ,__ - - ..........

stati~ ignition 3-4° B.T.D.C.

- 4 -
 Flat top pistons l 2A 187 will give 9 · 3 : 1 compression -~:' th t he star:c=.rd
head modified as above . Set igni tion to 3° B. T . D. C.

vfue n fi t ted with t he modifi ed head C-AHT 87 the compres sion r ati o ··,-:ill
incre5se to 10·6 :1. Set i gnition approxima tely 2° B. T. D.C.

A poli shed modified version of the larger val ve 9CG head C- AHT
~~d
could be fitted <.;;ith the fl at top pistons 1 compress ion would be 9 · 7 : l .
Ianition and carbu retter needles a s above .
~

After carrying out the earlier stages of tune, additione.l improverr.e::-1ts

can be obtained by fitting the following par ts :-
Valve spr'ng s 8 off Part No . C- 2A 950
Camsha ft Pa r t No. 88G
0
Timing, Inle t; opens 16 B.T. D. C. , closes A. B. D. C.
Ex..l1au~t
0
opens Sl B. B. D. C. , closes A. T. D. C.
Valve l ift - · 312 in . (7 · 94%)
Distribu tor (use with camshaft 88G ?29 ) Part No . C- 2 7H 7766
Retain t he static ignition at 1° B. T. D. C. irrespec tive of c ylinder
head .
Carburett e r need l es GG Part No. AUD 1 211 with air cle~'1er.s
GM Part No . AUD 1217 less air clea~e ~s

Over 9 · 5 : l compression u se the richer needle t::B Part No • .ll..UD 11""/i Q' .
If the inlet manifold is polished out to acce".)t the 1-i-" H5 2 carbure-.: t -: ers
(Std . on 9CG} --h<> needles \·,' ould be
~

V3 Part No . AUD 1411

(Richer) V2 Part No . AUD 141:)

Use cylince~ head gasket C-AEA 647 in all cases of rai sed compress1 on
excep t wi th race cylinder :-1ead C- AHT 222 on which :Jasket C- fl.J-:."T 188 s hould
be used.

ENGI~E TUNING ~CG

This power U."""it has a c yl inder head with increased inlet valve d i a;-r,eter
and port sizes .
C-AHT 90 is a polished and modi fied version e.vailable f or i rrunedi c.te re-
placement , which again is complet e with valves , spr ings and coll e ts e-::c .

As the fl~t top pistons are s tandard to this !T•Odel comp.:::-ession •·:i :!..l be
incre ased t o 9 · 7 :1. Static ignition should be 2° B. T. D. C. 'dith s tandc.rd
needles.

As this model has AEA 311 and AEA 401 valve springs as standard t i:e rev
range is greater than 9C units (S EE SPECIAL I TENS Valve Springs), the ca!r.shaft
1s AEP. 630 with increased l i ft and exhaus t va lve ~ e riod (See Sa t a l .

Camshaft SSG 229 and Distribu tor C- 27H 7766 (details abcve) wi ll provide
increased power and r . p . m.

AT THIS POH~T THE ENGINE SPECIFICATION BECONES SIMI U.R

EXI-IAUST SYSTEM

A special tuned exhaust system is available ~;;hich wi ll ,give an increase

of sorr.e 2 to 3 B.H. P. according to the tuning condition it ~s U3ed with. It
may b~ used with any t uning condition. ..
The system consists of : Part No .
Front Manifold (incluces clip C- AHA 5450) C-AHA 5448
Ex..'laus t pipe C- AHA 5449
Silencer asse.m bly (including clip "AHA 5450 ) ·c- AR.A · 135
racing applications using large carburetters, large va lve heads, etc .
For-
the m::1ximum extractor manifold C-AHT 11 should be fitted.

VALVE SPRINGS
{a) The 9C uni t '>dth s tandard camshaft and standard valve springs will have
va lve·crash occur at 6,100/6 , 300 r . p . m.

(b) Ymen using the competition c amshaft Part No . 88G ~29 and soeci a l valve
spring C- 2A 950 , valve bounce will also occur ~t approximately 6 , 108
::o 6,300 r . p . m.

(c) The competition camsha=t Part No . 88G 229 can also be used with the
standard valve s pri ngs~ when valve bounce will occur at 6 , 300 to 6~40 0 .

(d) The valve :;ear and dri·,re are safely stressed to maintain the above
conditions (a) , (b) and (c) . I f , however, for very spe cial competition
p~rpo ses , i t is desi red to raise the valve bounce posit ior. to 6 ,700 r . p . m.
it can be done by using outer valve spri ngs Part No . C- 2A 350 and fitting
e:xtra i nne::- va lve springs Part No . AEA 401. Ne•.·i top and bottom spring
col lars AEA 402 and C- AEA 432 must be fitted f or this condi tion . Tc
fit the bo-:tom collar C-AEA 432 it ·.·till be necessary to spot face the
snell cast recesses on L.he top of the cylinder head, around the valve
cn1i des to .:;. diameter of • 875 m. ( 22 · 22 %) in order that the collars
~

,,;i 11 drop ~ n and seat .sq,.;arely. The depth of the spot f ace should be
.3/32 in. ( 2· 38 '!lt{.) belo·..; the outer va lve spring face .

(e} The val ve bounce position can be f urther raise::: to 7,000 r . p . m. if t he

extra inner valve spric.:gs and collars fitted as explaineC. in 1 d 1 \''i th
the standard outer valve spring A~~ 311 .

Th"s arrangement using bottom coll ar AEA 403 ( not C-AEA 432} is the
-
stanC.<:::r·d 9CG arcanoernent .

It is advi sed t hat the above v alve spring re-arrangements be used only
for special compe tition purposes, if used f or everyday conditions the engine
parts may have a s horter se.:::-v' ce lift. The valve springs "''ill not necessc.rily
give a:n increase in brake- h::::rse-power, but will extend the sar..e horse-pO'::er
up to .a higher r . p . m. This is sometirr.es useful in enabling a lO\ver re.: ir axle
ratio to be reta ined , and still maintain the same ffiaximum speed, with increased
power of acce leration.

Standard or competition camshafts may be used~ the valve gear stress·:::s

bei;;g least witj the competition cams hafts .

- 6 -
VALVE GEAR

When prepa ring units for competition the ideal rocker gea r to use is
f::-o:r: the Cooper. ' S' series. Ro c k er l2G 1221 is lighter with greater streng tr:
bt..~t requixes r:et..; adjus ting screw AEG 167 and lockr:ut FNN 6C5 . St:aft AEG 399
has the locadng hole rncved in one pillar requiring a dr il led pillar for t11 e
oil ·,..:cy, dist=:ense \d th one s t ar.da rd pillar . The locating screw l2G 19 26 pi llar
st;o:; l~ be rr-.cved to coincide 'l:'i th t h e sh a ft locati on . The r ock ers shou ld be
space d by using dist ance t ubes C-AEG 392 in place o f t h e coil s pri ngs .

EXH.A.US'I' VALVE

io\'henreplacing valves in standa rd 9C and 9CG head or C-AHT 87 and C-AHT 90

cyli.:.ce:.r he c.ds, us e ONLY AEA 400, KE 965 'Stellite' faced .

DUPLEX TIMING GEARS

The increased stresse s created by h i gher lift cams, stronger val v e

spr-ings Pte . . r.educes the \.yorking l ife of the standard single r ow timi.'1g
cha u: . Fc.r ~1 1 competiti o n or h i ,?,hly tuned un.:..ts the Duplex chain sr.ould
be; fitted using Kit C-AJJ 3325, ·.,.;h ich contains all necessary pacts anc
f i t t ing i.n s t r1..:c tions .

CRANKS Hld''TS

p revious ly C-AEA 4C6

b ~·t ter rnate r.:.al and C-AEA 461 Nitrided .

C..- AEA 461 had e ..L.

'gh~ -=l ,_"nC""
.c: ~ ,,,...
. - and reaui!:'ed t he centre main 7r:ach" -:u:q
to clear the 'tl•~bs .
• - '-4......
..._. _. ~

-
Stock!; of these types are now exhaus ted .
The la:est competi:.icr, c.::-an.ks haft C-AEA 792 is in improved material and
Tuftrided, i t is a direct replacement o f the standard -::ypes or C-AEA 405 .

BALANCING

Wllcre u.n :i.ts a re prepared fo r maximum output it is essential that the

!:ot.a tir:g as :::e;r.b l ies are fully balanced i.e. crc:,Jcshaft, fly..,hee l and clutch
c s sa"T'bly . S tandard cr.::.nkshaft s e.::e then sa~e ~o 6, SCO rpm the C- AEJ.. 62
ma y exceed 7 , 500 rpm while the F/J C-AEA 461 h as exceeded 8 ,500 rpm. Re-
.:~ l-ound c rar~-<sh afts are r::ot recommen:::ed for perf~rmance \..rork , but if no
alterna t:i:·.re i ,,, available the ::rar..ksha.f t must be re-balanced aften-;ards.
Ni tridcd sh ~f t:~ may accept · 010" ur.dersize and tuftrided · 020" undersiz e
•,:::. Lbout p.w:::t'!:;:;ing again. but THlS CAN NEVER BE DEFINITE .

The cranks h aft alone does not limit rpm (e.ssuming s u.itable cam, valve
sD::-ir.g, carbt;.!·e tter arre.r.ge:nents , etc . ) . The standard c lamp bolt type
{:o nnecting r od"; are unsuitab le f or- seri.o us cc:npet.i t.ion h'Ork, •-there fu l ! y
floa t i ng gudgeon p i n s and rod s are much better •

..,
- ... -

•
PISTONS AND RODS

For c ompetition use the engine capacity can be increased to take

advantaae of the class l imits (lOOOcc ) .
~
Use head aasket C-AEA 647 .
~

3y boring the block · 065 " oversize to 2•543" -:he Cooper 9S8cc pistor.s
•
~. 2A 674 can be accommodated together with rods l2G 123 & 126. Capacity
w~uld then be 998cc, increasir:g low speed torque. With cylinder heads
polished but not reduced i n capacity the compressicr: ratios Y.!ould be 10 : 1
and 9 · 4 : 1 for 9C and 9CG heads respectively.

'Iii th C- Al-IT 87 c y l inder he:id, compression would pe 11 · 6:1

'th th C-AHT 90 cyl inder head, compres sion woul d be 10 · 4:1

Al ~ernatively for a full race poHe.::- unit, usir.g t he 2· 54 3'' Bore . F. .!-
_L ;,.

·_,_.
pistons s e t C-AJJ 4039 wit~ con- rod set C- AJJ 4035, these pistons wi ll .,..,.;.""'.........
f it ar:y ot~er rods .

Wi tr. these parts fitted the basic specification is very close to

Formula J unior ar:c it is suggested that only the ' race ' cylind er head
C-AHT ; 22 i s used '·''ith gasket C-AHT 188 .

Thi ~ has greatly improved port si zes a nd l arger valves, ~he compress1on
ratio •:;ot.:ld be 12 : 1 nominal end large_r; carburetters r..;ould be required .

CARBURETTERS

In race tune with lightened fl ywheel (see b e lo·.,; ) ful ly ba l anced asserrb ly,
C-J.IJIT 222 head and the race camshaft s C-AEJ.I.. 731 or C-AEA 648, larger 1-!" S . U.
H4 carbu r etters s hould be fitted . Use inlet manifold l2G 583 with plug ADP
21 0 and •;;asher lB 3664 . Fit heat shie ld 12G l5G9 i f desired .

l-!" s .u.Carburetters are avai lable as a pai r C- AUD 194 t ogether >dth
Instal la tion Kit C-AJJ 3304. Remove the standard ca r buretters, b ut befor2•
remov.i.n-:;J the heat shield, use one of the insulators Part No. AHH 3713 pro-
vided ir. the Instal lation Kit C-AJJ 3304 t o mark out the laraer diameter ~

inductio n holes in the heat shield and file out t o s uit . Hole s should be
drilled i n the lc~.,:ez::- edge of the heat shield i mmedic.tely under the t hro-:.t1 e
re tu.::-n spring levers to anchc r the sprir,gs . T~·.-o ir.sulators f or each
carbu re~ ;:er must be fitted over the heat shield, to maintain incuction pipe
length. The bcre of the r.1anifold i s already chamfered to accept larger
carbu.!:· et ters but. can, with edvantage, be cleaned ar,d polished .

The e xisting connections for the throttle and mixture cab:.e s are used,
but the 7:1.ixture cable is c l amped to the abutment bra cket which, in turn~ is
bol tec -::o the -ir,s :.de of the carburette= ai r clea ne r flanges . ?~c air cleaners
are called fo1· but t rumpet s C-AEA 48 5 ( s ~eel) are a va ilable to suit these
Carb
{,.
...
,..,~ .... ers •
:....!.:.. ,;; !... \.. •

Tl:e carburetters suppliec C-AUD 1 9 ~ a re fi tted -.dth No . 6 r.eedles, bt:t

some en;.:..nes may be better :;uited by AJ"'l roeedles '.·Jh i ch are slig:-::tly weak.::::r
througl-:out the rar:ge . For c:ompeti tio n use , CP4 need les ma y be more sv.i -:able .

- 8 -
CAt·'lSHAFT

C- AEA 731 camshaft has the following specification .

0
Inlet open s 24° B.T.D.C. Exhaust opens 59 B.B. D. C.
0
closes 64 A.B.D.C. closes 29° A.T.D. C.
Valve lift 0 · 320 " Tappet clearance 0·01 5''

C-AEA 648 camshaft timing i s as follows :

0 0
Inlet opens 50 B.T.D. C. Exhaust opens 75 B. B. D. C.
0
closes 70 A.B.D.C. closes 35° A. T. D. C.
Valve lift 0· 394" Tappet clearance 0·01 5"

Either ·of these camshafts will extend t he possible rev range to cver-
8,000 r-. p. m. 1r:i th greatl y increased power a t the expense of low speed tcY"que .

With C-AEA 648 camshaft the block should have a recess cut beneath the
exha'-lst valve head so t hat at least • 060 '' clea rance remains •,-.rhen the >;alv e
is on ful l lift.

This clearance should always be checked when building a power unit -_-.•i th
a high lift camshaft and/or a modified cylinder head .

Use dis tributor C- 27H 7766 with either of these camshafts .

FLYW'HEEL

A Ughtened flywheel ' .s no longer available but the spec i al competition

purposes f lywheels may be :ightened by machining as shown in Fig. 4 . I t is
rr~st important that the fly,~heel is reba l anced after the machining operation.

At this stage it would be prudent to 'strap ' ~he centre main bearing cap
wi ~h a steel billet at least f" thick he l d by longer studs and nyloc nuts in
place of the standard bol ts . Engines prior to No . 9C/U/H 1168 had ~he rear
main cap dri lled and p lugged , which c aused some Heakening .so these s hou:':.d be
avoided .

CLUTC.-f

Competition clutches are no l onger availab le =or these models fron the
Factory, but Berg & Beck stockists can supply the =ollowing nine sprir.g
as semb ly, suitable for mos ~ purposes :

Cover Assell'bly Borg & Beck Ref e~ence 5033 3

Driven Plate 45585/41
Spacers (8 } 50332
Release Pla~e 50345

If the la ~er 1098 fly~heel l2G 180 is fi tted it will a::ce::>t

•
the
ccrr.pe tition clutch for 109Bcc eng ine ~.
Cove r Assembly C--=\HA 4448
Driven Plate C- 3HA 4449

- 9 -

•
GEARBOX

No al:':ernative 9ears are available for the 9C or 9CG gearboxes no·,;, but
sho~T; ~n ~he chart the 9CG AEA 3021 had slightly close~ ratios.

The ::.C98/1275 gearbox 38G 374 is much st~onger in construction and ::::asily
adapted to earlier models, standard ratios are as 9CG. Use the later engine
back plate l2G 453 together with flywheel l2G 180 and the 1098 clutch (see
:-l·•
- u~..ch p;:;~-~~--
r-.~..-:=.ph) •

For competition use the Close Ratio Spur Gear Kit C-AJJ 3319 should be
.
fitted for greater strength, USlng the latest layshaft 22G 673.

The .spur gear ratios are shm,rn in the chart, top ' gear being direct ln
'

all cases.

SPUR GEARS
Gear Ra-:.ios
-9C 9CG
3rd 1·412 1·357 1·255
.....,.. ..
L ..... o 2·374 1·916 l 7""
.
I . ~L

::..s t 3·627 3·2 ) r...,~

~ '
- _,• I -

AXLE RATIO

Axles fitted after Austin Healey Sprite Car No. HAN7-24 731 and rvr; t1idget
GAN?-16183 have changed pinion bearings and redesigned di:'fe.:-en'-ial asserr.b1y.
w11ile the complete differential assemblies are interchangeatle between early and
late type axles, cro\•1'!: wheel and pir:ions are r.;oT inL.erchangec..ble. Il L1s-::ration
• A' page -_.j.
~

The differential cage ATA 7036 {illus. Cl remains unaltered and ALL axles
dCCept the Limited Slip Differential C-BTA 1226.

c.w. & P. Carrier Assy.

~·~- ~ Part "l'Oo Part No. D~fferential
Ratio
.1\v.C..L

T<>Pt-h
'--- ..... Il1ustrc.tion A Illustration B l!csy
.... ._. . Part No. Standar-d ~ ............ ,.,. e l
·.r.,.._,..

3·727 L/41 -..

ATA ~~c.o
I,.- • ATA 7167 BTA 551 Riley l· 5
3·9 10/39 C-ATA 7354 • ATA 7167 BTA 1222
4·22 9/32. ATA 7266 ATA 7032 ATA 73~~
. .:::o Up to ~
4·55 9/41 8G 7129 ATA 7032 ATA 7093 ivtorris 4' -ton van
4·875 -
?j~·~
-~
C4 llO ATA 7032 2A 7 ~ ""J.r,
.:::~.., A35 Van
').375 -
~.;~--:..
-~ ATA 7040 P.:TA 7032 ATA 7073 • !"iorris GPO "., ,;n

3·727 --
~-
; / r
L:;.
-
l BTA 535 BTA 549 BTA 551 Later Riley 1·5
3· 9 ~f'·:j30
.... ...,· _, BTA 1/23 BT.L. 549 BTA 1??? --~
Spri te/r··Ii.C.get 0
4· 22 ... 3_r·
C•j 0 BTA -·c:-q
5.,. -~ .
-p,r-:op, 549 BTA c: 5~"'··..._;
...) From I -:.c· 0
4 .. 55 ··;-
·:~ 4 1 C-BTA 516 • 3TA 549 ATA 7093

* Information only :Jo longer ava' lable

I Spri te/H:.dget Change Point FJI.lJ/-24. 731/GAN2-l6183
0 Spri te/Nidget Char.ge Point F.JlJ.:9-65226/GAN4-7759l
DRIVE SHAFTS
As "'l' ::he Spri te/f··ii dget axle shafts are i r:':erchangeable the latest shaft
P.TA 806 ( :7 or disc ltJheels) in impro,;ed material can be fi t~e:::. ....o earlier --:ypes.
C-BTA 940 is the strongest for corr:peti tion use.

- Fl -
-~
DEEP SUMP
ltjhere oi 1 surge is e xperienced causi ng los s of o il press·Jre momenta ril y,
the de~F sump set kit shou ld be insta l led ,
'
C-AJ~ 3324A.
This is compl ete with all necessary joints ar.d an extended oil pick "P
•
~

pipe .
OIL PC?·TI?
In all cases •,.;here thE'~ pm..:er uni t 1.s stripped the oil pump s hould ne
c l osel y examined and if replacement is necessary use only 12G 793.
The Cooper 'S' oil pump cannot be fitted t o these models unless t~e
shaft ::.s shortenec, which \''Oi-1ld i"'eaken t he shaft a nd cause premature
f .l.;l''Y'(:•
<: -"" \...\.L. ~ •

COOLING SYSTEM
';•Dere s ustained maximun speeds ar:e required, ':r:e engine thermo stc. t ::an
be replaced· with ~'1 outlet b lank:ing sleeve k it C- AJJ 4012 t c e nsure the :r,axi-
mum fl o•,; of coo lant to the enc::me a t all times.
~
Do not run \·.'ithout either
thermo.s tc.t or s leeve.
ROAD ~~EEL BALANCE
n·,c: ori g inal degree of '.•;heel balance may be affected by tyre wear, c-::Jve r
and t ube repa irs o r tyre removal and da.rl•.a ge to t he road wheel . Ba lance may
requ1re r e - checkin; stat i cally and dynamically every f ew thousand miles de-
pendent ~ntire l y u;~n the conditi ons under which the car has been opera~ing .
U~:;e th" t yres in the best cond-ition or: -::hose with an even tread wear: on -;:he
front .:;:: ccr. Balancing a tyre having flats or uneven wear is not usually
very s~c:c ess fu l.
·f ittins any non-s tandard wheels o r tyres, it 1s essential to check
W~e n
t hat ~~e tyre car.~o~ touch t~e brake hose under ar.v condi tior..s . I t is :,;orth
-
making occasional checks th~~ nothing has changed ;-;hich may permit the h~se t o
become ch<:>fed .
'NHEELS
For compe tition use , s tre::1gthened v:heels AR~ 6455 should b e fitted . ::ehich
may be identified b y lack of v e ntilatinG holes.
-
SHOCK ..!.BSORBERS
Fe= improved handling stiffer shock absorbers C- AHA 6451 R. H. and C-AHA
6452 L.~. are available for ~he front of all models . Adjustable types are
availab::. ::-. for the :::-ear C-Aff.P. 7906 R.H. and C-AHA 790 7 L.H. afte r chassis

These requ1 re a plate 5/ 3?" ( 3· 9"ft,l between ~he shock absorbe.r· a nd body,
shape 2nC: measurerr.e:-tts a r e deta-1 led with the s hoc!c a bsorbers . The drop
link ( 6" ) s hould be replaced by the s t andard 41-" t ype of the existing cc.:- .
ROAD SPRINGS - Rear
P.. h eavy duty r-ea r
.road .sp:cing AHA. '5.468 ( 2 o:f) is still ava ilab le,
~vhi.ch r-·?auires lor:oer fixina bo lts HBZ C624 (4 off) . A taper packing is
' - -
also a va:.lable to ang le the springs up or down t o suit the required ride
height . Part No . ~~ 6456 (2 o ff ) .

- 11 -
ROAD SPRINGS - Front

The front end may oe lowered using lowerin; k it C-AJJ 3322 or r a ised
by fitting springs AHA 3CO 3. Springs wi ll be i·:eakened i f the shock ab-
sorbers are not in good condition, and i t may be found tha~ the standard
springs 2A 4214 are quite satisfactory with ne•..; shock absorbers . •

A combinat ion of kYA 8003 and C- AJJ 332? ~~ll e ffectively stiffen
and slightly lower the front. This ·,.;i l l create understeer or correct.
oversteer. -
The ant i - ro ll bar kit C-AJJ 3314 includes a 9/16" bar 3.nd requires
the bottom sus pension link to be drilled , alterna t ively ready drilled
links are availc.bie AHA 7029/7030.
. Optional thicker bars :-AHT 56
(5/8'') and C-AHr 57 (11/16") can also be obtained to correct overstee~
or introduce understeer as required. If no roll bar has previously
been fitted, insta llati:m kit C-AJJ 3357 will be r equired ·,·.rith either
C-J.J-!T 56 or 57 .

BRAKES

On an older car, close attention should be paid to the condition of

a ll brake pipes and hoses to ensure ~hey have not become d~maged or
peri s~ed with age .

Perfor~ance and handling wil 1 r.ow be greatly increased and attention

mu st he paid closely to stopping .

The standard 7" drt.:.m arrangement is well able to take care of nor-
:r.al performs.nce , but wiE suffer frorr, fade durir,g high speed stops.
Competition linings can be fitted tc help reduce fade .and VG 95/1
r:~aterial is available C-8G 8998 1 2 sets required per car . Lined shoes
a~e a l so av~ ilable C-8G 8997 1 4 sets per car . These will ~equire mc~e
pedal effor t ,,:hich can be compensated for by fitting Brake Servo Kit
8G 8 73 2.

Convers ion to later ~ype disc front brakes is not app~oved by the
factory beca~se of the extreme difficulty of ensuring that the front
brake hose run is corre~t to avoid it foulina ~h e wheels .
~

- 12 -
 .. ,

..

. i
.
• • •' <
' L 31''
YJ2 IN.- ,

.,
., INLET PORT SECT ION A. A.
MAKE METAL TEMPLATE
TO THIS SHAPE AND <'3S0f
r-····
GRIND OUT INLET PORT
.·
THROAT AT SECTION A.A. "
TO AL LOW PLATE TO <
- :.
o: -0<C 0-
JUST PASS THROUGH.
.
--~

0
·, 35 0

J.
·s ,.. R .
"
1(;~:·:_~ ~:·~= ·.....
Fi~. 1. Inlet port template. --1. ..
... 5.
.• t"o
-
r--a . . . . . -..
t i61N

-~·~~
-- J,........;
. 1.\;
: • :}2 IN i
.... .... ..... " "'!~; ...

ll!i&IN '
! REMOVE BY
' h - - - - GRINDING. Fig. 4
A section through the flywhee l
showing the area where lightening
Fig. 2. Section through the inlet port. is permissible together with the
machining dimensions

.. .._ REMOVE BY
GRINDING
'
~==~JL______l·~~·=··==·=·=·=·=·~·~- A 06~.
Fig. 3. Section through the exhaust port.

13
8