Fully machined flywheels are machined from a solid billet. Manufactured to suit the organic 9 ½” clutch. They have 12-bolt fixing and are only suitable for our 12-bolt steel cranks. They are considerably lighter than the originals with as many lightning holes as possible machined into them to reduce weight. 530,00 EUR
incl. 19 % tax excl.
Fully machined flywheels are machined from a solid billet. Manufactured to suit the organic 9 ½” clutch. They have 8-bolt fixing but are also suitable for the works 4-bolt cranks. They are considerably lighter than the originals with as many lightning holes as possible machined into them to reduce weight. 530,00 EUR
incl. 19 % tax excl.
with valves etc. 1.890,00 EUR
incl. 19 % tax excl.
Back in 1938, Austin's new managing director, Leonard Lord, decided to take Austin back into the truck market. He did so by producing a virtual copy, engine and all, of the contemporary Bedford, made by General Motors in Britain. The Bedford engine, in turn, had been based on the Chevrolet 'Stove-Bolt' Six from 1929. During the Second World War, Austin was asked to produce a four-cylinder engine suitable for the planned British equivalent of the Jeep.
Two cylinders were simply taken off the truck engine to create a 2.2-litre four, which was first installed in the Austin 16 of 1945. That same engine went into the 1948 A70 model, as well as the Austin Taxi and several commercial vehicles. Also in 1948, a bored-out 2.6-litre version of this engine was fitted in the A90 Atlantic model, Austin's ill-fated early attempt at building a luxury convertible for the US market. It was the A90 Atlantic engine that Donald Healey took in 1952 as the motive power for his new sports car.
At 2660cc, it was one of the biggest four-cylinder engines available anywhere at the time, with a bore of 87.3 mm and a classical thumping stroke of 111.1 mm. With a compression ratio of 7.5 to 1, it developed a maximum of 90bhp at 4000rpm, with 144lb ft of torque at 2000rpm. High revving was not recommended; the limit was 4800 rpm.
The architecture of the engine was conventional. Both the block and the cylinder head were made of cast iron. The forged crankshaft ran in three main bearings, of the thin wall, steel-backed white metal type. The side mounted camshaft was driven by Duplex roller chain and also had three bearings. It activated the overhead valves via push-rods and rockers. The valves were vertical and set in-line, with double valve springs. The two inlet and three exhaust ports were on the left-hand side of the cylinder head, squeezed between the push-rods. The plugs, distributor, dynamo and starter motor, as well as the external oil filter, were on the right-hand side of the engine.
Pistons were of aluminium alloy, with three compression rings and a scraper ring. They had concave crowns. Inlet valves were 1.725in in diameter, and exhaust valves 1.415in. The valve timing was 5°/45°/40°/10°. Engine sump capacity was 113/4 imperial pints, with an extra 11/4 pints for the oil filter. The filter was a Tecalemit (FG2313 element) or a Purolator (MF26A element). From chassis/engine 213325 the filter was mounted vertically with a new adaptor. Normal oil pressure was 50-55lb at operating temperature, at 30mph.
The engine was painted 'steel dust grey'; in fact this was a metallic silver-grey-green colour which was always special to the Austin-Healey engines, and never seen on any other Austin or BMC car. The starter motor, dynamo, rocker cover and engine mountings were all in this colour. The engine paint has been reformulted and is available from specialists. Some early engines were painted blue.
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