". . . 970 Cooper Mini - A series block, BMW head, turbocharged - 160+ mph Bonneville run . . ."
Methinks it also helps that they're pullin' rather than pushin'.
True, but the suspension and drivetrain of that vehicle was remarkably stock. Part of the issues they ran into were that they utilized the stock transmission case - a necessity considering the transverse layout of the A-series and tight packaging. In the early Mini, the transmission and engine all draw oil from the same sump, and a photo of the engine torn down showed the stock oil pump driven off of the original cam.
As I recall, they didn't have room for a dry sump, which inevitably cost them on their last run.
The setup required them to use 13" wheels, and created a scramble for suitably small racing tires that weren't too wide. But I certainly can't argue with their success, and the sight of a Mini Cooper with a chute added to the whole smile effect.
Anyway, I now have the engine position solidified.
Before he moved to Union City, Tennesee to start a microbrewery with his brother, Seth, my good friend, Eric Sanford, whipped up the transmission mount you see on the right -
DSCN1222[1] by
Chris Conrad, on Flickr
An original is on the left. The mounting point to the chassis remains the same, and I needed to relieve the front a bit to clear the bottom of the transmission case, but some days, a torch and a hammer are your best friends.
He left it undrilled, knowing I'd need to determine the final length with the engine and transmission actually in the car. The pads for the transmission are now 2 1/4" further back in the chassis, so some time this week, I'll need to take the driveshaft in and have it made shorter. There's a really good shop up in Butler that has done work for me before, so I'll be stopping by this week to drop it off for a snip and balance.