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September 27, 2003
Chris...
I have no personal experience with the
1500 motor. Only the prior Series A
1098 and 1275, and damn little with the
1098! However, it is generally accepted
by most that the Series A 1275 is a more
bulletproof (tougher) engine than it's
later Spitfire 1500 factory replacement,
as well as being far more "tuneable".
However, from everything
I've heard from others (on this list) that
do own and drive stock 1500 motors, they
perform just fine in normal street driving.
Only complaint I've heard mechanically
(and I've heard this argued) is that as
the crank wears and it's fore/aft clearances open up a bit and it begins
to "travel" in this respect, it's thrust
washers can suddenly drop out and...
pretty quickly, that's that.
This doesn't imply or mean the 1500 is a "bad" motor per se....not one
bit. It may have this fault and I also hear it is not
as tolerant of high revs to the extent of
the 1275 either, most likely related to
the foregoing in terms of wear and tear.
IF this is also true, then
you simply operate it accordingly. I mean
just because the redline is there, doesn't
mean you have to use it or spend an
inordinate amount of time "up there",
either. If this IS the kind of driving you
plan on doing however, the 1275 seems
the better choice. I have run 1275's for
many moons in both stock and "fast
road" tunes....no complaints and if they
do have a fault, I am not familiar with
it. These engines really are tough.
Otherwise, assuming the current 1500
runs well, I personally would take good
care of it and use it 'til it didn't, at which
time I'd replace it with the 1275 ALONG
with it's compatible gearbox...the Spit's
all synchro Xmission won't "mate" as far
as I know. If there is a conversion kit somewhere out there that WILL
allow
for this, I am not aware of it.
"Rebuilt" ribcase Xmissions (suitable for
Series A) are going for $1,100+- these
days. And, you have to say goodbye to
synchro on first gear...only the top three
in this respect. You can get used boxi
more cheaply of course, but you won't
know what you're getting until you try
it, and you can't change the box without
pulling the engine, sooooo.....maybe not
the best idea?
A more suitable alternative as far as a
gearbox goes (when and if you decide to
install the 1275) would be an upgrade or
"conversion" to the all-synchro Datsun 210 5 speed set-up.
This is a very popular upgrade and initially, will cost about the same
as
converting over and installing a newly rebuilt "ribcase" for while a
rebuilt Datsun
5 speed is $500 less (+-) than a rebuilt
"ribcase", there is the initial purchase of
the Datsun's "conversion kit" at about $500, in and of itself.
However, the Japanese box runs so much
more quietly and smoothly, that it really
is the way to go in the long run, IMHO most especially as it's
all-synchro.
It's first three gears are also a little lower
than the stock "ribcase" so assuming no
differential change, you'll get slightly better acceleration with the
Datsun box,
while retaining the 4th gear 1-1 ratio
common to both while having a
.82 5th for cruise in the case of the
Japanese box. This box really does
"transform" the car into more of a
pleasureable experience, which is saying
a lot considering these cars are a blast
to drive anyway, just as they came from
the factory whether 1275's or 1500's.
Furthermore, while the Datsun box seems
better built & toleranced than it's British
4 speed conterpart to begin with, and therefore should last longer all
things being equal, when and if the time does come for replacement the
Datsun 5 speed should still be substantially less
expensive than a 4 speed "ribcase".
Either way you go, welcome and enjoy. :)
Cap'n. Bob
'60 :{)
PilotRob@... 25646
Posted on September 27, 2003 07:58 PM
Posted to category(s) Drive Train | Engine (external) | Engine (internal) | Exterior | International | Miscellaneous | Restoration | Transmission | Tuning
