After lurking here for a while and waiting for coupes coming up for sale, and I am now the proud owner of Martins, and formerly Andy's, Coupe.

Got the car trailered back to mine yesterday, and now need to decide on a course of action after its recent engine woe's...(see Martin's for sale thread
andy-spaldings-gtm-coupe-for-sale-t3119.html).

My plan is to use the car as occasional fast road car, but also to do some track days/hillclimb/sprints in it, so I need to look at the various regulations/classes (its running an MED 1430 so that puts it outside many standard Mini classes I think).

Obviously at the moment I dont know what the exact issue is (white smoke - water in cylinders - cracked head/block ??) - the head was skimmed and the head gasket replaced so I guess its ruled out that option ...

Lots here know a lot more about these things that me, so any thoughts/ideas gratefully received !

Mike

was the head pressure tested? Good luck with getting it fixed, looks very nice

Hi Mike,
I think you've got a cracking car there. I was very tempted myself!
Good luck with sorting the engine - think i'd try a compression test first & see what that throws up.

Thanks guys - yes it's a great little car, looks very well thought out and built - both suggestions probably a good start point - compression test first and then maybe get the head pressure tested next up...

Slightly concerned that some talk over on the mini forum seems to suggest that a 1430 will need regular rebuilds if used for competition and given that it's too large for some series ( I think DEWS class goes up to 1400cc) I'm hesitating about a way forward.

I guess I could scavenge parts for a new-build engine or sell the engine off as-is ?

I wouldn't mind having an engine that gave less power but was more reliable...

Well a standard 0.060" rebore on a 1275 A series engine gives 1330cc so you'll lose 100cc or 7% of your current capacity and potential power.

I've never competed with a 1430cc but the 1330cc in my Mini Marcos was ultra reliable apart from a tendency for the flywheel to weld itself to the crankshaft.

It's a common problem with high revving transverse A series engines.

My old Cox used a 1426 standard stroke engine and Triumph 2.5 PI pistons, I was told it could have head gasket failures, so always carried a spare head gasket and a torque wrench for more than 10 years of road and hilclimb/sprint use without a failure.
Check the DEWS regs, I think Steve Harris is running an 1800 Nova, they work a handicap system to even out different performance levels.
Check out Martin Braggs 970S GTM (with 7or8 port head)
John