Hi, Jack, Trent -
Yeah, this one fell out of a clear blue sky with respect to the rest of the build, so I'm double tasking on the postings.
Just to clarify, I am NOT building this new K series MG/Rover engine for this year. I'm still knee deep in the A-series 999 I've had for the last number of years. In fact, I'll be fitting the rings for it today, and intend to do a dry build to get final valve clearance issues sorted this weekend.
The DOHC engine was sold to me as a 1.6 liter - as it turns out, it's actually a 1.4, which is not an issue, as the 1.6 has 80 mm bores, the 1.4, 75 mm.
I'll be taking it down to 1 liter to remain in I/GT. GT allows engine swaps within the manufacturer's range.
It's a wet liner design, and it's possible to go with a slightly smaller bore liner, but a bit of research shows that the dimensions will likely be pretty close to a GSX - R1000 Suzuki. So I'm looking at motorcycle intake set-ups, which are readily available and relatively inexpensive.
A custom crank will again be necessary, but that opens up a number of possibilities. I can pick from a number of off-the-shelf rods from Honda, Toyota, Nissan - whomever - and have the crank cut to accept their rods. Additionally, the aluminum flywheel off of the Midget is about 1/4" smaller than the K-series piece, so the rear flange on the crank can be cut to accept the flywheel, and mate it up to the Midget transmission - which I just stuffed a bunch of straight cut gears into last year. And while I'm at it, I'm thinking I'll have the snout cut to accept an aftermarket Chevy liquid dampener and drives, which will make ancillaries cheaper to procure.
But I need to get back to task on the A series. I'm STILL looking to hit 121.780 with it. A lot of changes have already occurred with the car since last August, and if I can take a record with it this year, it sure would be fun to come back in 2016 with what's likely to be about 25% more horsepower in the same car.
Okay - back to the A.