MG Midget Forum

What have you done to up your Midget 1500's engine performance? Parts used, specifications, thoughts? Pics would be appreciated also.

Here I documented this performance 1500 build over on the Triumph Experience.

http://www.triumphexp.com/phorum/read.php?8,905249

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Hap Waldrop
Acme Speed Shop
864-370-3000
Website: www.acmespeedshop.com
hapwaldrop@acmespeedshop.com

What do you have now (stock, modified, etc.), what kind of performance are you looking for & what's your budget like?

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If it ain't broke, I'll fix it until it is!

Presently I have a 1977 bone stock (as far as I know) 1500. I would like to do some autocross, road rally, and an occasional track day. Sans emissions; but still streetable. I have a spare engine
to drop in while making my performance setup. I'd like to accomplish this under 2k.



Edited 1 time(s). Last edit at 2015-09-03 10:14 PM by gassman57.

Great thread Hap. Thank you. We'll be talking soon; just biding my time and getting ideas.

I have done a few on a tight budget. Quad carbs $150.00 header & exhaust $200.00 lowering both ends 35.00. Big ol sway bar 1-1/8 in $85.00 electric fan with adjustable temp $30.00 new regrind cam lifters & gaskets $200.00. Rear end locating system. $70.00. Shortened steering column $5.00. Vintage- esque bucket seats $150.00. Getting ready for the mgb/spit big brakes. Feel free to ask for details

Oh and a head shave of .050 $30.00

I guess one of the biggest eye opener with modding the 1500, is everyone goes for the 9.0 to1 pistons, which really only net about 8.4 to 1, so you have to get the rest of the way with head shaving, but there is plenty to shave on a 1500 head, I ended taking .090" of Tim's 1500 head , which got to about 9.6 to 1. Triumph was famous about shaving the head alone to spec CR for this, or that given market car, they did to with the TR6 and GT6 too, same heads on some models just shaved the GT6 head more to give it higher CR. I guessing the claimed 9.0 to 1 pistons probably do get you to 9.0 to 1 in some Euro 1500 offering, but not for our lower CR US cars, so one has to pay attention to know this and react to it. The other deal on these cars is valve seals, the best way, and only way to do it, if using dual valve spring is to machine the upper diameter of the seal, and use a positive.s eal that is no larger in diameter than the guide itself, a few vendors offer this, I just do them in-house on the lathe on the motors I build. Another deal is for small 4 cylinder, well say compared to the A series, even the earlier small journal Triumph 4 cylinders is the 1500 had a ungodly heavy rotating mass, this is why it doesn't rev on par with, say the 1275, The easiest and most cost effective correction for this is the aluminum flywheel, it can benefit more form this, more than most engines, it is game changer with a 1500, in helping it rev out quicker and becomes a more fun sports car. There's tons of potential with this engine, but you see more Spitfire guys exploring this than Midget owners, but 1500 Midget guys are starting to catch on.

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Hap Waldrop
Acme Speed Shop
864-370-3000
Website: www.acmespeedshop.com
hapwaldrop@acmespeedshop.com

Chris you sure knoe hpw to stretch a buck. Keep working it!

I am at the point where I have run out of things I can do without spending a bunch of money. Next thing will be an engine extraction. At that point I will be working with Hap on a refresh / rebuild / balance and most definately a fly wheel. My car was a barn find w 60k on the clock. It has flat tops & double valve springs. 1975. I should start a thread about that

Yes; please do that.

I just did!