43 replies to this topic

[minimissionary]

But you can witness the height of fashion. Pastel jumpers with tartan trousers. Fetching!

[se_juggles]

lol yer the old buggers are very stylish luckely im a pastry chef so unless im thirsty i can just hide in my own little kitchen and ignore everyone else

[1984mini25]

I'd say between 70-100k

Obviously there will be circumstances that will make it go either side of that.

My mini had 40ish thousand miles on it and the engine was knackered.

I fitted a £50 75k engine and it ran flawlessly!! Most reliable the car ever was.

I've had the oil pump go on mine just at just shy of 60k. But with a new pump and bearings it seams to be running fine again.

[Ethel]

http://www.whereonea...n.com/about.htm

[cal844]

my car has an indicated 928xx miles and its going great, all i done since i bought it was service it twice and try keep her fed on spark plugs and oil haha

[tiger99]

My impression is that a standard 998 lasts longest, becuase they are not as highly stressed as, for example, a tuned 1275. The A+ is probably even better.

Upwards of 120k seems quite normal, before they get a bit smoky, and start to lose compression. I used Castrol GTX, changed every 6000 miles, and thrashed it hard on motorways every day.

I don't think that using modern lubricants will help extend the life, as the modern synthetics are mostly unsuitable for the gearbox, and will deteriorate rapidly. However, they are very good in more conventional engines.

[mk1leg]

well if your very carefull and change oil regulary dont rag it keep rad topped up and garaged 150,000 +

[A362 TTU]

Is there a point where the engine would become un-repairable?

Or can they always be bought back to good as new with the £££ available?

My cars got 113k on it but the engines not original and I have no documentation of its mileage

[Ethel]

Cranks, and other stressed bits like conrods, have a fatigue life, but it should be virtually impossible to exceed it on the public roads; test engines will be run flat out, non stop, on dynos to establish what it is.

[Opticmini12]

Mines done 84k had a new clutch in and still running like a dream need to get new valve seals it's bait smokey but owell

[A362 TTU]

Cranks, and other stressed bits like conrods, have a fatigue life, but it should be virtually impossible to exceed it on the public roads; test engines will be run flat out, non stop, on dynos to establish what it is.

So a crankshaft/conrods could reach a point where they are no longer repairable.

But can these not be replaced with new items?.

I was also wondering about the bores - if they. 'wear out' - and someone has an overbore to keep going. What happens when they can't overbore any more - is the block done for then?

Sorry if these are stupid questions - I was just wondering if an engine could last forever...

[l_jonez]

Cranks, and other stressed bits like conrods, have a fatigue life, but it should be virtually impossible to exceed it on the public roads; test engines will be run flat out, non stop, on dynos to establish what it is.

So a crankshaft/conrods could reach a point where they are no longer repairable.

But can these not be replaced with new items?.

I was also wondering about the bores - if they. 'wear out' - and someone has an overbore to keep going. What happens when they can't overbore any more - is the block done for then?

Sorry if these are stupid questions - I was just wondering if an engine could last forever...

cranks etc can be replaced but its often cheaper to buy a new engine

once a block has been bored as far as possible then a liner can be fitted

[tiger99]

The big problem with cranks and conrods is that if they break, they usually punch a hole in the block, which is then scrap.

I am not convinced that a standard 998 will stress the crank or conrods above the fatigue threshold. If not, they will go on for ever, something only possible with steel, which is why you should only ever see ali, or even titanium conrods in engines intended to have only a short life. Other metals do not have a fatigue threshold, and under even low level cyclic loading will eventually fail

A tuned engine will often be running in the fatigue region, and will eventually break.

Nitriding, tufftriding and shot peening increase the fatigue life, sometimes dramatically, as does polishing, and radiusing the edges of the crankshaft bearing journals, by removing stress raisers.

Wear alone should not end the life of an engine. If money is no object, crankshafts can be "metal sprayed" (actually submerged arc welding is more likely to be used) to add fresh metal and allow more regrinds. As said above, the cylinders can be sleeved, again moderately expensive, but quite routine.

As far as I know, uprated forged crankshafts and conrods are still being made, but no-one is currently casting new blocks. You can also have "billet" cranks and conrods machined from solid. NC machining is widely available, cost is the only limitation. Cams, rockers and other engine internals are manufacturable well into the future, if the economics are right.

[TopGearRules]

Mines coming up to 91K and is still running on the original engine!! The last owner (who put on the majority of the miles) serviced and maintained the car religiously during its life. The A series is a tough old dog, but like all old engines they need to be treated with some respect!!