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10 IDENTIFICATION www.moss-europe.co.uk London 020 8867 2020 Bradford 01274 539 999 Factory Replacement Engine Reference Numbers (i.e. New, Gold Seal Units) 8G28 850cc - Oil feed to primary gear type crank with 1.375-inch tail shaft. 8G35 850cc - Deva bush conversion type crankshaft with 1.375-inch tail shaft. 8G45 850cc - Gold Seal, 1.5-inch self oiling primary gear/crankshaft type. GSE1101E 850cc - Gold Seal unit. RKM1101E 850cc - Silver Seal unit. BHM1307E 850cc - Gold Seal unit, 85H prefix replacement. 8G18 997cc Cooper - Oil feed to primary gear type crankshaft. 8G29 997cc Cooper - Deva bush type primary gear and crankshaft. 8G36 997cc Cooper - Oil feed converted primary gear and crankshaft. 8G33 998cc Cooper - Fitted with 28G193 (12G202) cylinder head. 8G40 998cc Cooper - 28G222 (12G295) cylinder head introduced. 8G42 998cc Cooper - Closed circuit breathing rocker cover and side plates. 8G49 998cc Cooper - Purolator oil filter with oil light switch introduced. GSE1103E 998cc Cooper - Gold Seal unit, was RKM1120E Silver Seal. RKM1103E 998cc Cooper - Silver Seal unit. 8G57 998cc - New from 1969 and exchange for all pre-A+ To 1981. GSE1102E 998cc -Gold Seal unit, was RKM1119E Silver Seal unit, pre-A+ To 1981. RKM1119E 998cc - Silver Seal unit, replaced by RKM1102E, pre-A+ To 1981. BHM1232 998cc - Low compression dished piston, CAM6267 camshaft, early cylinder head and crankshaft main bearings with side locator tag, A+. BHM1377 998cc - High compression flat top piston, CAM4717 camshaft, early cylinder head and crankshaft main bearings with side locator tag, A+. BHM1458 998cc - Low compression piston, CAM6267 camshaft, late A+ cylinder head and crankshaft main bearings with central locator tag, A+. BHM1460 998cc - High compression press-fit wrist pin piston, CAM4717 camshaft, late A+ cylinder head and crankshaft main bearings with central locator tag, A+. LBB10089 998cc - Low compression press-fit wrist pin piston, CAM6267 camshaft, lead free late A+ cylinder head and crankshaft main bearings with central locator tag, A+. 8G156E 1100cc - Clubman, Special and Austin 1100 (ADO16). RKM1150E 1100cc - Silver Seal unit for Clubman and Special. RKM1151E 1100cc - Silver Seal unit for Clubman and Special. BHM1042 1100cc - New and Gold Seal units for Clubman and Special, 1974-80. BHM1229 1100cc - New & Gold Seal units for Clubman & Special, A+ Block, 1980-On. 8G38 970cc - Gold Seal unit, pre closed circuit breathing, Cooper S. 8G41 970cc - Gold Seal unit with closed circuit breathing side plates, Cooper S. 8G46 970cc - Gold Seal unit with oil light switch in filter housing, Cooper S. 8G133 1070cc - Gold Seal unit, pre closed circuit breathing, Cooper S. 8G153 1070cc - Gold Seal unit with closed circuit breathing side plates, Cooper S. 8G145 1275cc - Pre closed circuit breathing unit, Cooper S. 8G154 1275cc - Closed circuit breathing side plates unit, Cooper S. 8G155 1275cc - Oil filter housing with oil pressure light switch, Cooper S. 8G174 1275cc - Fitted with AEG510 camshaft, Cooper S. 38G464 1275cc - Introduced in 1970, most were fitted with EN16 Tuftrided crankshaft. 8G200 1275cc - New and Gold Seal units Clubman 1275GT. 38G527 1275cc - New and Gold Seal units for engine numbers prefixed 12H706, 12H707 and 12H831 for Clubman 1275GT. RKM1130E 1275cc - Silver seal unit, was RKM1112E, for Clubman 1275GT, pre-A+. RKM1152E 1275cc - Silver Seal unit for Clubman 1275GT, pre-A+. RKM1112E 1275cc - Silver Seal unit for Clubman 1275GT, pre-A+. BHM1220 1275cc - A+ unit for Clubman 1275GT. 8G199E 38G559E GSE1109E RKM1133E BHM1209E 1275cc - Gold Seal unit with Duplex cam drive gears for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder head. 1275cc - Gold Seal unit with Simplex cam drive gears for engine numbers prefixed 12H719 and 12H832, for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder head. 1275cc - Gold Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder head. 1275cc - Silver Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder head. 1275cc - Gold Seal unit, replaced all Innocenti 1300 engines from engine numbers prefixed 12H610, 12H635 and 12H832. Note: All engines pre-fixed with ‘GSE’ or ‘RKM’ were of UNIPART origin when BL split it’s parts organisation. ‘E’ at the end of a part number denotes it is a reconditioned, service unit only (basic engine assembly with no ancillaries). ‘N’ at the end of a part number denotes a brand new unit. Standard Production Crankshaft Identification Below is a list of crankshaft identification data by forging or stamped numbers - yes, contrary to what many say/express, all cranks are forged. None are cast. They wouldn’t last 2 minutes in an engine if they were cast - they’d be way too brittle. The differences are in the material used, finish machining detail and any heat treatments applied. It is by no means complete and utterly correct/infallible since Austin/Morris, British Leyland, Leyland Cars, Austin Rover, Rover, et al were seriously prone to not adhering to specifications and applications lists. But it is better than nothing at all! 22A62 22A63 22A298 12A670 12A298 12A375 12A595 12A1451 BHM1436 12G82 AEG330 AEG171 AEG315 AEG316 AEG479 AEG480 AEG623 12G1287 12G1288 12G1505 12G1683 CAM6232* 850cc - Early type with oil feed for primary gear, 1.375” dia. tail. 850cc - Early type with oil feed for primary gear, 1.375” dia. tail. 850cc - Early type thin-nose crank, 1.375” dia. tail. 850cc - Later type with 1.5” dia. tail. 997cc - Original Cooper crank. 997cc - Cooper crank with oil feed hole for primary gear. 998cc - Early EN16T spec. 998cc - Later, pre-A+ EN16T spec. 998cc - A+ spec, 1985-On (12A1451 forging). 1100cc - Standard across the board transverse A-series EN16T spec. 970cc - EN40B forged, non-cross drilled. 1071cc - EN40B forged, non-cross drilled. 1275cc - Cooper S, EN40B forging, Nitrided, 1.625” dia. big ends, non-cross drilled. 1275cc - Cooper S, EN40B forging, Nitrided, 1.625” dia. big ends, non-cross drilled. 1275cc - Cooper S, EN40B forging, Nitrided, 1.625” dia. big ends, cross drilled. 1275cc - Cooper S, EN40B forging, Nitrided, 1.625” dia. big ends, cross drilled. 1275cc - Cooper S, EN16T forging, Tuftrided, 1.625” dia. big ends. 1275cc - Non-S, EN16T with 1.625” dia. big ends. 1275cc - Non-S, EN16T with 1.625” dia. big ends. 1275cc - Non-S, EN16T with 1.75” dia. big ends. 1275cc - 12G1505 forging, non-S, EN16T with 1.75” dia. big ends, Tuftrided. 1275cc - Rolled-fillet radius on bearing journals, A+ with 1.75” dia. big ends.
Bristol 0117 923 2523 Manchester 0161 480 6402 IDENTIFICATION 11 *Note: This crankshaft was used in all 1275cc, A+, transverse engines including the MG Metro Turbo. There are various unconfirmed opinions on the subject of whether the material was any different, or whether it was heat treated differently. It would appear that early Turbos had just the standard spec, EN16T, non-heat treated type fitted. Later examples certainly appear to have been heat-treated, probably an up-to-date, emissions-friendly version of ‘Tuftriding’ (a recognised ICI registered process) - possibly a forerunner to Nitro-Carburising. These crankshafts have a distinctly charcoal-grey/black finish - mostly detectable on the webs, water pump/alternator pulley end and in the rolled fillet radii. The later being fairly ‘deep’ and very even. Car Identification Compression ratio is hugely important to an engines performance, work out your compression ratio and the combustion chamber volume you need, make sure the head you are buying - especially if its of the shelf - has the right volume. David Vizards book ‘Tuning the a series engine’ has invaluable information in it concerning this. Valve sizes are no guarantee of flow, just because it has big valves does not mean it flows big, take a valve out and look into the port, the guide should be bullet nosed, and is the seat unnecessarily wide, maybe a wide ‘pre cut’ to the seat Are the seats cut accurately for height, run your fingers across inlet and exhaust differences - are they the same for all the chambers Engine Numbers The engine number is located immediately above the alternator. Cars Produced Up To 1979 The commission number can be found on a red plate fitted to the bonnet slam panel. Look down into the ports, is there a raised section around the guide (a boss), all our heads have these removed for full flow is the finish consistent across all the ports, and not highly polished - a polished finish can actually reduce power due to fuel being drawn out of the air, due to surface tension. Hold a suitable gasket up to the manifold and chamber faces, have the chambers and ports been accurately modified Usually on cheaply modified heads the ports are flared out to meet the gasket giving the appearance but not performance. Cylinder Head Casting Numbers Number Inlet Dia. Exhaust Dia. Nom. cc Standard fitment 2A628 1.0625”/26.99 1.00”/25.4 24.5 850, 998 Mini & 948 Sprite 2A629 1.0625”/26.99 1.00”/25.4 24.5 948, A35 & Morris Minor 12A1456 1.0625”/26.99 1.00”/25.4 24.5 850, 998 Mini & 948 Sprite 12G202 1.156”/29.36 1.00”/25.4 26.1 997 Cooper, Austin 1100 Mk CAM4180 1.0625”/26.99 1.00”/25.4 25.5 998 Mini A+ (80 on) & lead free 12G206 1.218”/30.93 1.00”/25.4 28.3 Early 998 Cooper, MG1100 12G295 1.218”/30.93 1.00”/25.4 28.3 998 Cooper, MG1100 12A185 1.401”/35.6 1.22”/31.0 21.4 First MkI Cooper S AEG163 1.401”/35.6 1.22”/31.0 21.4 Later MkI & MkII Cooper S 12G940* 1.312”/33.33 1.15”/29.2 21.4 1275GT, Austin 1300, late A+ model inc. Turbo not MG Metro 12G940 1.401”/35.6 1.15”/29.2 21.4 12G1805 Stamped on flat area by thermostat MG1300, 1300GT & MkIII Cooper S 12G940* 1.401”/35.6 1.15”/29.2 21.4 as above plus MG Metro Cars Produced Between 1980-84 In 1980 the use of the vehicle identification numbers was introduced. The V.I.N. plate is located on the left hand flitch, in front of the radiator. Cars Produced After 1984 The V.I.N. plate can be found fitted to the right hand flitch, near the bonnet prop locating bracket. *Note: A+ head castings - despite having the same 12G940 casting number - are considerably different in appearance, loosing the flat area behind the thermostat housing and around the rest of the rocker/head stud areas to a sculptured look - where these areas are replaced by a ‘sunken’ cast finish. The A+ castings were introduced with the appearance of the Metro in 1980, although some late 1275GTs 1979-On had them fitted. Generally they are easily recognised by their colour - a putrid yellow on the small-bore castings and bright red on the large-bore ones, a paint finish that is VERY difficult to remove, even in a chemical tank. The MG Metro Turbo shares the same valve sizes with the other non-’big valve’ 12G940 variants but has 8mm valve stems, sodium-filled exhaust valves. A+ heads generally have three collet grooves in the valves, collets are 14-degree cone taper instead of the 10-degree on single groove collets (so parts are not interchangeable) and the topcaps have a raised ridge around the collet hole. For the latest prices, please visit www.moss-europe.co.uk
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