CAMBRIDGE ONE, JOHN’S WALLET NIL
John’s aim of creating the ultimate 1960s everyday classic saloon draws a step closer
1966 AUSTIN A60 CAMBRIDGE
Having decided that the A60 was getting an MGB engine and overdrive gearbox, the next hurdle was fuelling it. The obvious way was to rebuild a used set of MGB twin SUs, or maybe buy a Weber kit – which is expensive and while it certainly improves power it also uses a great deal more petrol. However, I’m planning to use it regularly so economy, docile manners and easy torque are more important than power.
I happened to be working at Alvis Specialist, Red Triangle, one day and got chatting about my A60 project. The company has developed a fuel injection kit for the
six-cylinder Alvis engines and was full of praise for John Kimmins at SC Components, who worked with them as an engineering consultant. SC does all sorts of fantastic engineering and specialises in Minis; a look on its website revealed that it has already developed a readyto-go MGB fuel injection kit. It is more expensive than a carburettor, but promises more power and better economy.
I gave them a call and arranged to pop in a few weeks later. The idea was to look at the kit and talk through how it was fitted. SC is a fascinating place; among the various double-overhead-cam A- Series Mini engines that it converts using a BMW K- Series bike cylinder head and the myriad other parts it fabricates, MD John patiently talked me through why fuel injecting the car would be so much better and how I would fit it.
John has quite a track record as a motor vehicle design engineer and worked at Lotus and Ford (where he designed the Ford RevoKnuckle that was so much a part of the original Focus’ impressive driving dynamics) before setting up his own business. The company’s range of products and engineering depth is very impressive, but John was able to explain his five-port fuel injection system to me.
The complete kit is ready to install with a 50mm throttle body using Bosch injectors on a Weber-style inlet manifold, billet fuel rail, a bespoke wiring loom, a fully mappable ECU with USB interface dongle and software, air temperature sensors, a coolant temperature sensor pre-fitted to a billet alloy thermostat housing, plus a crank trigger kit, a swirl pot and many other smaller components.
It’s a simple-ish DIY fitment although John recommends the final set-up is done on a rolling road. It comes with a clear instruction book, but John talked me through the process and I filmed him, so mechanic friend Steve Turner and I can watch it. I’m really looking forward to an Austin Cambridge that is smoother and more consistent running but more powerful and economical.
The car has made progress, too. Steve and Nigel have cut out the gearbox tunnel and a section of bulkhead so they could trial-fit the engine and gearbox then design some gearbox mounts, which will be a hybrid of MGB mounts on an A60 crossmember. Nigel very carefully unpicked the gearbox tunnel so it won’t look any different to factory spec when he refits it with a 50mm or so raise, but will be tall enough to accept the overdrive-’box’s bulged top.
I’d love to get the car on the road for the CambridgeOxford Owners Club’s Farina 60 celebration in July. It probably won’t be painted, but if it’s safe and roadworthy I can certainly live with that.
Thanks to John Kimmins of SC Components (specialistcomponents.co.uk) and Steve and Joanne Turner at NTG (mgbits.com).