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+--- Thread: Engine Identification (/showthread.php?tid=221)
Engine Identification - Miniac - 12-01-2015
Engine - Identification data
5 September 2003
If you have the engine tag still attached to the engine - just in front/below the thermostat housing - or perhaps the original engine number in the log book then the following should help you determine which engine you have.
Original engine identification numbers
850cc
8A
Austin up to 25000
8MB
Morris up to 25000
8AM
Austin & Morris 25000 onwards
8AH
Austin & Morris Automatic
8AJ
Austin & Morris closed circuit breathing
8AK
Austin & Morris automatic with closed circuit breathing
8WR
Wolseley Hornet & Riley Elf
8AC
Moke
85H/101
All variants 1969 onwards
Note: third suffix letter denotes compression type, L = Low, H = High, e.g. 8AM/U/H101 denotes high compression.
998cc
9WR
Wolseley Hornet & Riley Elf Mk2, pre closed circuit breathing
9AD
Austin, Wolseley Hornet & Riley Elf Mk2 with remote type gearbox and closed circuit breathing
9AE
Wolseley Hornet & Riley Elf Mk3
99H/-/101 on
Wolseley, Riley, Mini 1000, Clubman1000 1970 onwards and Mk3 with dished piston
99H/791
Mini 1974 onwards with dished piston
99H/997
1980 onwards A+ block, flat top pistons, economy fitment with 2.95 final drive
99H/A97P
A+ block with dished pistons, pre-A+ gears, 3.44 final drive & 12-inch wheels
9AK
South African manufactured block
998 A+ block with centre locating tang in main cap, 1985 onwards
Flat top piston with circlip wrist pin retention
99H/B81
Up to engine number 127431
99H/C20
Up to engine number 105023
99H/997
From engine number 127422 with 2.95 final drive
99H/A35P
Flat top piston with press fit wrist pin
99H/B81
From engine number 127432
99H/C20
From engine number 105024
99H/D80
Flat top pistons with press fit wrist pins, Lead-free cylinder head
99H/G30 or G32 or G33
99H/F15 or F16
99H/E20 or E21
99H/D81
LBB10089
Dished pistons with circlip wrist pin retention
99H/B83P
Up to engine number 102908
99H/B84P
Up to engine number 100216
Dished pistons with press fit wrist pin
99H/B83P
From engine number 102909
99H/B84P
From engine number 100217
Dished pistons with press fit wrist pin, Lead-free
99H/G31
99H/E22
LBB10175
1100cc (1098cc)
10AMW/Ta
Clubman Estate and Austin 110 (ADO16 shape)
10H791
Clubman saloon
10H/-/H
All Austin 1100 2 & 4 door derivative Saloons (ADO16 shape)
10GR/Ta/H
MG1100 (ADO16 shape)
10GRB/Ta/H
MG1100 & Wolseley 1100 (ADO16)
10V/Ta/H
Vanden Plas 1100 (ADO16 shape)
10H (big bore)
South African manufactured block
997 Cooper
9F/Sa/H101 to 2637 except 19201 to 20410 (became 1070S)
998 Cooper January 1964 onwards)
9FA/Sa/H
Mk1 Austin pre closed circuit breathing
9FD/Sa/H
Mk1 Morris up to engine number 1934, all Austin Mk2 closed circuit breathing and Morris Mk2 from engine number 1935-33660 with closed circuit breathing
9FD/Xe/H
4 syncro gearbox introduced
99/-/H
Last of manufacture 1969
Cooper S variants
970cc
9F/Sa/X
Engine numbers 29001-29003 with Tecalamit filter
9FD/Sa/X
Closed circuit breathing introduced with Tecalamit filter
9FE/Sa/X
Closed circuit breathing, oil filter with oil light switch introduced
9F/Sa/X
Engine numbers 29039-30029 Purolator oil filter with oil light switch and closed circuit breathing
1070cc
9F/Sa/H
Engine numbers 26501 to 33660 and 19201 to 20410
9FD/Sa/H
Engine numbers 33661 to 33948 with closed circuit breathing and oil light
switch in oil filter head
1275cc
9F/Sa/Y
Engine numbers 31001 to 31504 pre closed circuit breathing with Purolator oil
filter
9FD/Sa/Y
Closed circuit breathing with oil light switch on filter housing after engine
number
32178
9FE/Sa/Y
Closed circuit breathing with oil light switch on Purolator filter housing and
piston
design change
9F/Sa/Y
From engine number 32378 onwards, closed circuit breathing with Purolator filter with oil light switch, Aeg510 camshaft introduced at engine number 40006,
cross- drilled EN40Bcrank at engine number 42730 and metal dipstick tube at engine number 42548 onwards
12H397
Cooper S Mk3 with dynamo, negative earth and Tuiftrided EN16T crankshaft
12H398
Cooper S Mk3 with alternator, negative earth and Tuftrided EN16T crankshaft
Note: Only Cooper S engines with prefix '9F' had EN40B forged steel, nitrided crankshafts. All other A-series engines had EN16T steel crankshafts which were only Tuftrided on Mk3 'S' and Austin 1300GT (ADO16) and were stamped 12G1683.
1275cc, Solid wall block (no tappet chest covers)
12G/Ta/H
ADO17 shape Wolseley, Riley, MG & Vanden Plas fitted with S rods
12H379
1275GT with dynamo, negative earth, electric fuel pump and remote type
gearbox
12H380
1275GT with alternator, negative earth, electric fuel pump and remote type
gearbox
12H389
1275GT with dynamo, negative earth, mechanical fuel pump and remote type
gearbox
12H390
type
1275GT with alternator, negative earth, mechanical fuel pump and remote
gearbox
12H706
change
1275GT with alternator, negative earth, mechanical fuel pump and rod
gearbox
12H397
Cooper S Mk3 with dynamo and negative earth
12H398
Cooper S Mk3 with alternator and negative earth
12H/-/
1275 Austin ADO16 & Allegro
12H610/635
Innocenti Mini with duplex cam drive gears and 11-stud head
12H719/832
Innocenti Mini with simplex cam drive gears and 11-stud head
12HGTS
South African manufactured, 11-stud head, twin SUs, close ratio gearbox, 9.75:1 comp ratio
1275cc, 1990 onwards (12A numbers)
12A/2A
Carburettor type
12A/2B
Carburettor and catalyst type
12A/2D
SPi (Single Point injection - Tbi, throttle body injection) with 9.4-1 CR
12A/E
SPi (Tbi - throttle body injection) with 10-1 CR
With the following suffixes:
F53
10.0-1CR, 3.105 final drive, catalyst, oil cooler
F75
9.4-1CR, SPi, 3.105 final drive, closed loop catalyst
F76
9.4-1CR, automatic with closed loop catalyst
F77
10.0-1CR, SPi Cooper, 3.2 final drive, closed loop catalyst
G01
10.0-1CR, 3.105 final drive, catalyst, no oil cooler
G03
9.4-1CR, 3.105 final drive, catalyst, May 1992 onwards
G04
9.4CR, 2.76 final drive, catalyst, French only spec
G05
9.4-1CR, automatic with catalyst
Factory replacement engine reference numbers (i.e. New, and Gold and Silver Seal units)
8G28
850cc - Oil feed to primary gear type crank with 1.375-inch tail shaft
8G35
850cc - Deva bush conversion type crankshaft with 1.375-inch tail shaft
8G45
850cc - Gold Seal, 1.5-inch self oiling primary gear/crankshaft type
GSE1101E
850cc - Gold Seal unit
RKM1101E
850cc - Silver Seal unit
BHM1307E
850cc - Gold Seal unit, 85H prefix replacement
8G18
997cc Cooper - Oil feed to primary gear type crankshaft
8G29
997cc Cooper - Deva bush type primary gear and crankshaft
8G36
997cc Cooper - Oil feed converted primary gear and crankshaft
8G33
998cc Cooper - Fitted with 28G193 (12G202) cylinder head
8G40
998cc Cooper - 28G222 (12G295)cylinder head introduced
8G42
998cc Cooper - Closed circuit breathing rocker cover and side plates
8G49
998cc Cooper - Purolator oil filter with oil light switch introduced
GSE1103E
998cc Cooper - Gold Seal unit, was RKM1120E Silver Seal
RKM1103E
998cc Cooper - Silver Seal unit
8G57
998cc - New from 1969 and exchange for all pre-A+ up to 1981
GSE1102E
998cc -Gold Seal unit, was RKM1119E Silver Seal unit, pre-A+ up to 1981
RKM1102E
998cc - Silver Seal unit, pre-A+ up to 1981
RKM1119E
998cc - Silver Seal unit, replaced by RKM1102E, pre-A+ up to 1981
BHM1232
998cc - Low compression dished piston, CAM6267 camshaft, early cylinder head and crankshaft main bearings with side locator tang, A+
BHM1377
998cc - High compression flat top piston, CAM4717 camshaft, early cylinder head and crankshaft main bearings with side locator tang, A+
BHM1458
998cc - Low compression piston, CAM6267 camshaft, late A+ cylinder head and crankshaft main bearings with central locator tang, A+
BHM1460
998cc - High compression press-fit wrist pin piston, CAM4717 camshaft, late A+ cylinder head and crankshaft main bearings with central locator tang, A+
LBB10089
998cc - Low compression press-fit wrist pin piston, CAM6267 camshaft, lead -free late A+ cylinder head and crankshaft main bearings with central locator tang, A+
8G156E
1100cc - Clubman, Special and Austin 1100 (ADO16)
RKM1150E
1100cc - Silver Seal unit for Clubman and Special
RKM1151E
1100cc - Silver Seal unit for Clubman and Special
BHM1042
1100cc - New and Gold Seal units for Clubman and Special, 1974-1980
BHM1229
1100cc - New and Gold Seal units for Clubman and Special, A+ Block, 1980 on
8G38
970cc - Gold Seal unit, pre closed circuit breathing, Cooper S
8G41
970cc - Gold Seal unit with closed circuit breathing sideplates, Cooper S
8G46
970cc - Gold Seal unit with oil light switch in filter housing, Cooper S
8G133
1070cc - Gold Seal unit, pre closed circuit breathing, Cooper S
8G153
1070cc - Gold Seal unit with closed circuit breathing side plates, Cooper S
8G145
1275cc - Pre closed circuit breathing unit, Cooper S
8G154
1275cc - Closed circuit breathing side plates unit, Cooper S
8G155
1275cc - Oil filter housing with oil pressure light switch, Cooper S
8G174
1275cc - Fitted with AEG510 camshaft, Cooper S
38G464
1275cc - Introduced in 1970, most of which were fitted with EN16 Tuftrided crankshaft
8G200
1275cc - New and Gold Seal units Clubman 1275GT
38G527
1275cc - New and Gold Seal units for engine numbers prefixed 12H706, 12H707
& 12H831 for Clubman 1275GT
RKM1130E
1275cc - Silver seal unit, was RKM1112E, for Clubman 1275GT, pre-A+
RKM1152E
1275cc - Silver Seal unit for Clubman 1275GT, pre-A+
RKM1112E
1275cc - Silver Seal unit for Clubman 1275GT, pre-A+
BHM1220
1275cc - A+ unit for Clubman 1275GT
8G199E
1275cc - Gold Seal unit with Duplex cam drive gears for 1300GT (ADO16) and
Innocenti 1300, 11-stud cylinder head
38G559E
1275cc - Gold Seal unit with Simplex cam drive gears for engine numbers
prefixed 12H719 and 12H832, for 1300GT (ADO16) and Innocenti 1300, 11- stud cylinder head
GSE1109E
1275cc - Gold Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud
cylinder head
RKM1133E
1275cc - Silver Seal unit for 1300GT (ADO16) and Innocenti 1300, 11-stud cylinder head
BHM1209E
1275cc - Gold Seal unit, replaced all Innocenti 1300 engines from engine
numbers prefixed 12H610, 12H635 and 12H832
Notes:
All engines pre-fixed with 'GSE' or 'RKM' were of UNIPART origin when BL split its parts organisation.
'E' at the end of a part number denotes it is a reconditioned, service unit only (basic engine assembly with no ancillaries).
'N' at the end of a part number denotes a brand new unit.
Courtesy of Keith Calver
Calverst.com
RE: Engine Identification - Jared Mk3 - 12-01-2015
Don't forget the 9AK prefix for some of the SA 998cc motors.
RE: Engine Identification - alfaquad - 12-05-2015
(12-01-2015, 06:11 PM)Jared Mk3 Wrote: Don't forget the 9AK prefix for some of the SA 998cc motors.
I can't seem to find any real info on the internet about these motors. Mine is one of them. I believe it's the original 998cc motors we got here from December 1964 all the way through to the Mk2 cars. They were also in the bakkies?
9AK-U-H#### is what my format looks like.
RE: Engine Identification - Jared Mk3 - 12-05-2015
(12-05-2015, 05:57 PM)alfaquad Wrote:(12-01-2015, 06:11 PM)Jared Mk3 Wrote: Don't forget the 9AK prefix for some of the SA 998cc motors.
I can't seem to find any real info on the internet about these motors. Mine is one of them. I believe it's the original 998cc motors we got here from December 1964 all the way through to the Mk2 cars. They were also in the bakkies?
9AK-U-H#### is what my format looks like.
I need to double check, but I think I have the same format in my Mk3. A spare engine sitting in the garage has the same as well.
RE: Engine Identification - Tiaan - 12-06-2015
My engine in my 1275E is a 12HEH
What is a 12HEH?
RE: Engine Identification - Jared Mk3 - 12-06-2015
(12-06-2015, 12:14 PM)Tiaan Wrote: My engine in my 1275E is a 12HEH
What is a 12HEH?
One of the later 1275 motors in SA. Used in the E like yours.
RE: Engine Identification - Miniac - 10-05-2016
(10-04-2016, 06:54 PM)Christojnr Wrote: Can you please tel me about this motor its suposed to be a 1275E but my engine number is10H743JH3494 thanks
10H with the oil filter pointing upwards out of the engine bay is what we call an SA 1100 bigbore motor, these motors are pretty much bulletproof in their stock form as they have a compression ratio of 8:1. The SA 1100 can be converted to a 1275 with a few 1275 parts and some engineering but this can become costly, you might be lucky and find that your motor was swapped out with a 1275 and the previous owner just retained the original engine plate to save the schlep of having to do engine clearance.