performance 3 competition

performance 3 competition

P

ERFORMANCE

& C

OMPETITION

Contents

S

UPERCHARGER KIT

...........................................................................4

B

IG

B

ORE

E

NGINE

............................................................................5

P

ERFORMANCE

E

NGINES

.....................................................................6

A

LUMINUM

C

YLINDER

H

EAD

................................................................7

L

ONGMAN

C

YLINDER

H

EADS

................................................................8

L

ONGMAN

V

ALVES

, S

PRINGS

, G

UIDES

...................................................9

R

ACE

V

ALVES

.................................................................................10

R

IMFLOW

V

ALVES

............................................................................10

V

ALVE

S

PRINGS

, R

ETAINERS

& G

UIDES

................................................11

H

EAD

& M

ANIFOLD

G

ASKETS

.............................................................12

M

AIN

B

EARING

C

APS

, S

TRAPS

& B

OLTS

..............................................13

S

TAINLESS

S

TEEL

H

ARDWARE

............................................................13

ARP H

ARDWARE

............................................................................14

F

ITTINGS

& A

DAPTERS

.....................................................................15

O

IL

P

UMPS

....................................................................................16

C

RANKSHAFTS

................................................................................17

P

ISTONS

........................................................................................18

D

AMPERS

......................................................................................19

E

NGINE

S

TEADY

K

ITS

.......................................................................20

F

LYWHEEL AND

C

LUTCH

...................................................................21

K

ENT

C

AMSHAFTS

...........................................................................22

E

LGIN

C

AMSHAFTS

..........................................................................24

C

AM

F

OLLOWERS

...........................................................................30

C

AM

-D

RIVE

S

YSTEMS

......................................................................31

R

OCKER

G

EAR

...............................................................................32

P

USH

R

ODS

..................................................................................33

G

EARBOX

......................................................................................34

F

IVE

S

PEED

G

EARBOX

.....................................................................36

F

INAL

D

RIVE

G

EARS

........................................................................37

D

ROP

G

EARS

................................................................................38

T

RANSMISSION

................................................................................40

C

ENTER

O

IL

P

ICK

-

UP

.......................................................................41

Q

UICK

S

HIFT

K

ITS

...........................................................................41

L

IMITED

S

LIP

..................................................................................42

C

ROSS

-P

IN

D

IFF

.............................................................................43

D

RIVE

S

HAFTS

...............................................................................44

C

OOLING

S

YSTEM

...........................................................................45

O

IL

C

OOLERS

................................................................................48

I

NLET

M

ANIFOLDS

...........................................................................49

D

OWN

P

IPES

, 1990-

ON

...................................................................50

E

XHAUST

H

EADERS

.........................................................................51

P

ECO

E

XHAUST

S

YSTEMS

.................................................................52

RC-40 E

XHAUST

S

YSTEMS

..............................................................52

M

ANIFLOW

E

XHAUST

S

YSTEMS

..........................................................54

W

EBER

DCOE .............................................................................55

W

EBER

DGV ...............................................................................56

WEBER DGV P

ARTS

L

IST

.............................................................57

W

EBER

DCOE P

ARTS

L

IST

.............................................................58

K&N A

IR

F

ILTERS

..........................................................................60

S.U. C

ARBURETTORS

......................................................................62

V

ELOCITY

S

TACKS

...........................................................................62

F

RONT

S

UBFRAME

M

OUNTS

..............................................................63

R

UBBER

C

ONES

.............................................................................63

C

OIL

S

PRINGS

...............................................................................63

H

I

-L

OS

.........................................................................................64

S

HOCKS

........................................................................................65

S

USPENSION

G

EOMETRY

...................................................................66

A

NTI

-R

OLL

B

ARS

............................................................................68

B

RAKES

........................................................................................69

B

RAKE

P

ADS

..................................................................................71

I

GNITION

........................................................................................72

K

ILL

S

WITCHES

..............................................................................74

B

ONNET

P

INS

& S

TRAPS

..................................................................74

Mini Mania

14

14-1

14-2 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

M

INI

M

ANIA

S

PECIAL

T

UNING

C

ATALOG

“FORWARD”

PRODUCTION WARRANTY

AND DEFECTIVE ITEMS

MINI SPARES (London) have, for the past two decades, been continually developing new products, redeveloping and improving old designs, or upgrading previously poor quality, mass produced components. Much of this development work has been concentrated on the “ST” range of equipment, especially since the demise of Special Tuning in Abingdon.

MINI MANIA & MINI SPARES CENTER

LIMITED make no warranties whatsoever expressed or implied, oral or written, to the purchaser on performance related parts.

Components in this catalogue apply to not only the Mini, but other ‘A’ series engines where common components are shared.

It must be born in mind that whilst obtaining more power from the venerable ‘A’ series can be relatively easy and very worthwhile, the further the modifications are taken, the less tractable the engine will become at low speed.

Modifications of the engine to increase performance will obviously extend greater stresses on all associated components, with the possibility of reduced reliability dependent on state of tune. Proper and frequent servicing is highly recommended to help increase reliability, especially regular changes of a good quality oil.

It is also imperative that all suspension and braking systems are in proper working order, or upgraded where necessary to match this increased power output.

Drum brakes and 120hp do not go together!

Due to the nature of their application, and actual fitment being beyond their control, the manufacturers offer a limited warranty on a majority of the products contained herein. These products require manufacturers authorization before credit or replacement can be effected. Items found to be defective prior to use will automatically be replaced provided the customer has not used or blemished the product in any way. Failed products will be replaced at the customers cost prior to authorization from the manufacturer to effect a credit. Mini

Spares & Mini Mania will make every effort on behalf of the customer to establish this authorization.

The manufacturers reserve the right to repair any product that can be made good and pass the cost of repair to the customer if it is deemed to have been misused, incorrectly fitted, over stressed, etc. This warranty applies to products used in normal service for the application intended, and covers only the replacement of products. Mini Spares nor Mini Mania bear no responsibility for labor charges incurred relating to the removal and refinement of the original or replacement parts.

All particulars presented in this catalogue are for general guidance only. The Company can not accept any responsibility for changes in design, modification or method of application instigated by the product manufacturers or following continued development and research.

Parts sold for any form of racing are warranted only to be free from manufacturing defects at the point to sale.

All parts should be carefully inspected prior to fitment. There are no other implied or expressed warranties.

Reference to small bore and large bore engines in this catalogue are SMALL

BORE: - 850, 997, 998 and 1098 engines, LARGE BORE: - 970, 1071, 1275 and derivatives thereof (ie. 1380, 1400,

1430, etc.).

14

Mini Mania

14-3

Supercharger kit

Mini Mania has developed and produced the ultimate in bolt-on performance for the A-Series motor.

Modern technology in compressors and modern manufacturing has resulted in serious performance improvements, indeed performance unheard of in A-Series history.

The supercharger's biggest benefit, torque, is the ideal upgrade to the A-Series motor.

While horsepower is typically achieved by increasing RPM, torque has been the sole property of increased displacement.

A

V-8 has loads more torque then a 4 cylinder, but the application of modern superchargers has greatly diminished this distinction. Since all A-Series motors have 3 main bearing cranks, they are best suited to lower RPM (less horsepower) and can take advantage of the major benefit of superchargers- torque!

Twin Screw Compressor Design:

The twin screw supercharger is actually a positive displacement "compressor", not just a blower. This unique design allows the Mini Mania Supercharger to force a greater volume of air, at lower temperatures, into the manifold than

"Rootes" design blowers.

Volumetric Efficiency (VE) measures how well a supercharger breathes and how much leakage occurs. For example, if a supercharger has a displacement of 10 liters and only 8.8 liters exit, the unit is 88% VE. Naturally a less efficient supercharger with a lower VE will have to work that much harder to produce sufficient air. The

Mini Mania supercharger ;has an 88% VE, while most "Rootes" type blowers will produce 60% VE.

Adiabatic Efficiency (AE), measures how well a supercharger uses the energy delivered to the drive shaft and how well it controls temperature from intake to exit. The low exit temperature of the Mini Mania Supercharger, as referenced to intake temperature, precludes the need for internal engine modifications or compression changes.

The Mini Mania Supercharger requires less power to turn its rotors, and condenses the air to produce more cool air than normal blowers. The horsepower numbers are tremendous but the "feel" of power, the torque, the grunt is even more spectacular.

Complete kit

The package includes supercharger with manifold, HIF6

S.U. carb, special aluminum water pump, alternator, and crank and idler pulleys, poly-v belt. All parts are new and tailored to fit the Mini!

SPC100

www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

14-4

"Big Bore" Engine

1380cc

Power Unit

Because so many Mini Mania customers ask for built-up high performance engines, we have decided to develop our own "ultimate street engine".

Our 1380cc "Big Bore" power units have been on the road since 1994. In 2000,

Steve Weber sucessfully completed the

"One Lap of America" endurance run driving a Mini equipped with a 1380 with the optional five-speed!

All assembly and testing is done by Bill Gilcrease's Mincomp Racing shop in southern California. Because driveability and reliability are of utmost importance, only components from well established suppliers are utilized. The cylinder head is a genuine Longman GT6, which is not only fully ported, but has hardened valve seats for use with unleaded fuels. We use Hepolite Powermax 73.5mm pistons which are specifically designed for this application. Elgin

Cams supplied the custom ground camshaft. The distributor is an Aldon yellow.

We sell these engines ready to bolt in and run. This means, of course that they are already mated with transmissions. The tranny is also fully rebuilt, with your choice of rod-change or remote shift. Flywheel and clutch are all in place. Carburation provided is a single HIF6 carb with K&N air filter on an aluminum manifold and also included is a Long Center Branch

(LCB) exhaust manifold. You provide only your own cooling system, tailpipe, and

Mini!

• 113 Horsepower

• 73.5mm Powermax pistons

• A-Plus engine block

• 10:1 Compression

•10/10Crankw/Vandervellbearings

• Elgin Cam003 timed in at 108º for best horsepower

• .014/.016 Valve lash (Hot)

• HIF6 SU Carberator with BDK needle

• 113 horsepower at the flywheel at 6500

R.P.M.

• 102 ft/lbs of torque at 4700 R.P.M.

•LongmanGT6cylinderhead

• LCB Exhaust Header

•Dynotestedandrun-in

• Complete with transmission (Rod changeorremotetype)

• Aldon Yellow Distributor

•OptionalWeberCarb

•Optionalhighliftrockersforaddedtopendhorsepower

•OptionalAluminumCylinderHead

• Optional five-speed transmission

1380_Powerunit

14-5

Mini Mania

14-6 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

RPM

3000

3500

4000

4500

5000

5500

6000

HP #1 HP #2

47.80

47.60

56.12

56.97

64.22

67.23

70.31

73.30

73.5

76.30

72.93

79.25

80.27

H

EAD WITH

S

EATS AND

G

UIDES

There are several advantages inherent to an aluminum cylinder head including a great deal of weight savings

(Heads fully assembled weigh just over

13lbs.) and considerably improved cooling.

This improvement in cooling means we can now run higher compression ratios without detonation caused by localized hot spots. Other improvements to this head are less obvious: Flow has been considerably improved by reshaping the combustion chamber.

This was made possible by relocating the spark plug and upgrading to 12mm plugs. As standard the head is ready to fit 1.15 exh and 1.31

int valves and has 23cc chambers with a thick deck to allow for plenty of skimming.

C-AHT345

S

TAGE

O

NE

A

LUMINUM

H

EAD

How about 124 HP with S.U. carbs? We achieved that figure on Mincomp's engine dyno when bolting this slightly modified aluminum cylinder head to a 1275cc

+.040 race engine. We've increased the intake valves to 1.4" and done some very slight polishing to the casting seams.

While you won't generate these numbers on a street motor, you can see that the potential is there to get maximum possible performance from any engine! Available by special order, please allow two weeks.

Sold

"fully assembled" only.

C-AHT345/

StageOne

A

SSEMBLED

H

EAD

We also offer the aluminum head fully assembled and ready to bolt on! This includes "ST" dual springs, new valves, retainers, keepers, seals, studs and spark plugs!

"C-AHT345/Assembly"

Mini Mania

Exclusively from Mini Mania!

14

14-7

14-8 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

L

ONGMAN

V

ALVES

, S

PRINGS

, G

UIDES

Longman valves are specially shaped for maximum flow.

3.53" is the standard length for all 1275 12G940 castings. For special high lift applications, use 3.67

length with appropriate springs and roller platforms.

RLIN1.3STD

1.312" By 3.57", standard length inlet valve, standard size for 12G940 casting

RLIN1.3L

1.312" by 3.67, long inlet valve, as used in GT13 heads

RLIN1.4STD

1.405" by 3.57" inlet valve, standard length, as used in GT6 & GT7 heads

RLIN1.4L

1.405" by 3.67", long inlet valve

RLIN1.48STD

1.475" by 3.57", standard length inlet valve, as used in GT14 & GT15

RLIN1.48L

1.475" by 3.67", long inlet valve, as used in GT17 heads

RLEX1.15STD

1.15" by 3.57, standard length exhaust valve, standard size fot 12G940 heads

RLEX1.15L

1.15" by 3.67", long exhaust valve, as used in GT17 heads

RLEX1.21STD

1.215" by 3.57", standard length exhaust valve as used in GT15 & GT17 heads

RLEX1.21L

1.21" by 3.67", long exhaust valve.

Mini Mania

C-AEA526L

Longman valve springs

C-AJJ4037/L

Longman valve guides

88G459/L

Steel collets for spring retainers

ROTATERS

Special rotaters are used under the valve springs to reduce coil bind and friction.

VR1/Longman

Valve Spring Retainers for Longman heads.

14

14-9

R

ACE

V

ALVES

R

IMFLOW

V

ALVES

All our race valves are produced in

EN214N steel, stellite tipped and use the later narrow collett groove and current valve head shapes.

C-AHT111

1.525" Inlet valve x 3.57

C-AHT110

1.480" Inlet valve x 3.57

C-AHT55

1.464" Inlet valve x 3.57

C-AEG544

1.401" Inlet valve x 3.57

AEG593

1.401" Inlet valve x 3.57

C-AEG569

1.311" Inlet valve x 3.57

C-AEG590

1.311" Inlet valve x 3.44, small bore

C-AEG588

1.250" Inlet valve X 3.44, small bore

C-AEG107

1.215" Exhaust valve, x 3.57

C-AEG589

1.15" Exhaust valve, x 3.57

C-AEG106

1.15" exhaust valve, x 3.44, small bore

C-AEG587

1.04" Exhaust valve x 3.44, small bore

We also stock the range of Paul Ivey developed Rimflo valves for the A-Series.

They are made of EN214N steel with chrome plated stems which enable them to be used with standard iron guides.

Rimflow1.46L

1.46" x 3.57 Inlet valve, 12G940 casting

Rimflow1.44L

1.44" x 3.57 Inlet valve, 12G940 casting

Rimflow1.4L

1.401" x 3.57 Inlet valve, 12G940 casting

Rimflow3.1L

1.311" x 3.57 Inlet valve, 12G940 casting.

Rimflow1.25

1.25" x 3.44 Inlet valve, 12G295 casting

Rimflow1.25L

1.25" 3.57 Exhaust valve, 12G940 casting

Rimflow1.21L

1.215" x 3.57 Exhaust valve,12G940 casting

Rimflow1.15L

1.15" x 3.57 Exhaust valve, 12G940 casting.

Rimflow1.0

1.06" x 3.44 Exhaust valve, 12G295 casting

14-10 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

Valve Springs, Retainers & Guides

Modern high lift, short duration camshafts have posed quite a few problems for the general public in recent years. Widely available performance valve springs were overnight out dated, as it became necessary to reduce spring crush. This, in turn, caused low valve seat pressures creating valve float at high rpm.

Mini

Spares has massively simplified these problems by introducing al range of springs that covers all eventualities. Manufactured from super-quality silicone wire imported from Switzerland, their resistance against fading and breaking is extremely high. They are also designed to take standard type top caps. They can be fitted directly to the head with no fear of spring crush.

C-AEA526

Anti coil bind dual springs for use up to 8000 rpm. 165 lb load at .380 lift,

185lb at .495 lift.

C-AEA527

Anti coil-bind dual springs for race use will take .570 lift without modifications, 240lb.

The standard fitted length of all springs above is 1.4" - 1.42".

Spacer shims are available to increase valve seat poundage and overall spring rate. If the spring or valve seats in the head have already been machined, it will be necessary to reshim to the correct fitted length.

SS4

Spring seat shims (set of 4), .080 thick

(2mm).

Mini Mania

It is essential to use bottom inner spring locating collars with all dual springs to prevent breakage caused by the inner spring wandering at high rpm.

C-AEA654

Competition inner spring locator

AEA403

Standard inner spring locator - lower

- for use with cams up to .300" lift at the lobe.

903-0000

Crane competition steel retainers.

C-AJJ4037

Bronze Valve guides are required when using EN214N steel valves unless the valve stems are chrome plated.

VWE-005 SP6

260lb ISKY Valve springs (Require ISKY retainers).

VWE005/116

320LB ISKY Valve springs. (Require

ISKY retainers)

SPOO7

ISKY lightweight aluminum valve spring retainers.

14

14-11

G

ASKETS

C-STR1057

Turbo head gasket.

This gasket has an extra reinforced fire ring to eliminate interchamber blowing. Necessitates modification of the block - details available from us. Not suitable for bores over +.040".

Beware

TAM1521 is stamped on this gasket.

AF460

Competition copper/steel head gasket.

Manufactured by Payen to their latest specifications.

Essentially used on 1275cc engines, but also for small bore engines when using 12G940 head casting 3.6cc compressed volume.

GEG300

Copper/steel head gasket. Suitable for all large bore modified engines 3.4cc compressed volume.

TAM1521

Standard composite steel reinforced gasket used on all large bore engines as standard, but is an exceptionally good gasket. 2.8cc

compressed volume.

TAM2121

Competition Copper/steel small bore head gasket. Very good quality gasket. Can be used for all applications since the demise of the C-AEA647 ex ‘ST’ head gasket.

It is possible to reinforce the fire ring to increase its sealing capability on high compression race engines. 2.4cc compressed volume.

C-AHT381

Large port competition manifold gasket, all 5 port heads.

14-12 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

M

AIN

S

B

EARING

TRAPS

& B

C

APS

OLTS

, S

TUDS

, N

UTS

AND

W

ASHERS

C-AHT288

Competition head washer set of 10.

C-AGA619

4-bolt steel center main cap for large bore engines. Ultimate center main location. Essential for all stroked or race engines. Requires line boring, and two extra holes drilled in the block and tapped 7/16 UNF. The thrust faces are part machined for final finishing whilst the line boring is being done. Comes with correct length HT bolts. Fits 1300/

A-Plus blocks.

C-AGA621

3-piece Steel Main Cap set with 4bolt center main.

CMS13

Steel center main strap for large bore engines. Comes with longer high tensile bolts. Main cap top needs machining flat. No other modifications required.

CMS10

Steel center main strap for small bore engines. Comes with longer high tensile bolts. Main cap top needs machining flat. No other modifications required.

206-5401

Main cap stud kit

AEG323L

Special ‘S’ main cap stud set. The center studs are longer for use with center main strap.

C-AJJ4013

Special ‘S’ main cap nut set.. Includes nuts and washers.

Mini Mania

AMS-1

Stainless steel manifold kit.

The benefit of stainless in addition to the strength and looks is that it won't rust and have the nut seize on the stud.

The nuts used in this kit fit a standard stud but are a 12 point design with a shoulder, thus they have a wide surface for spreading the load but need only a 3/8' wrench in tight quarters!

THS-1

Stainless steel thermostat studs

Stock studs are very prone to rusting and seizing to the thermostat housing.

14

14-13

You don't really have to be building the ultimate race motor to appreciate the need for quality hardware! Even a good street motor can benefit from the reliability of the best quality hardware! The ARP family of nuts and bolts are just that - quality!

206-4201

Head Stud kit

Nine stud kit for all A-Series. Includes all head studs, plus rocker studs, with

12-point nuts and machined washers.

HSA11

Head Stud kit

Stud kit for engines modified for 11 studs.

Includes all head studs, plus rocker studs, with 12-point muts and machined washers.

AJW625M

Machined head washer.

AJN12-1

12 Point Nuts

Ideal for use as cylinder head rocker assembly nuts! The 12 point design (uses a 3/8" socket) makes for a sure grip that is small enough to not interfere with anything!

(These nuts are included in the stud kit # 206-4201)

206-5401

Main cap Stud kit.

Includes nuts and washers.

C-AJJ4013

Special ‘S’ main cap nut set (6).

H

ARDWARE

Rod Nuts & Bolts

If you are inside the motor to do any serious rebuilding, then you have the crank and rods in you hands! The rule of thumb is that stock rod bolts and nuts should be replaced even in street motors at least after every other rebuild! If you are not certain, don't chance it! And with the cost of stock ones as high as they are, the better quality

ARP kit is a real bargain!

BE6001

Fits 1275 Cooper S. (1.625 rod)

206-6002

Fits 1275 A-Plus, Austin America. (1.75

rod)

BEB-08

Fits all Small-Bore engines (only uses bolts!)

L903

Thread Lube

Maintain the quality and life of the numerous ARP components with this Moly based lube. 1.69fl oz.

200-8602

5/16 nut. 6-point

200-8604

3/8 nut, 6-point

200-8505

Hardened Washer

3/8" ID and 5/8" OD, these won't distort.

14-14 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

F

ITTINGS

& A

DAPTERS

RIC925

Oil adapter plate

This handy sandwich plate goes between the oil filter head and the engine block. It is drilled and tapped 1/8

NPT, ready to take an oil temp sender or pressure feed line.

C-2A715 oIL Outlet adapter

Most serious racers prefer to plumb their oil systems with Aeroquip stainless steel hoses.

At the same time, most fittings are converted to the common "AN" flare from the BSP fittings on the stock oil coolers. Our special adapter has the 5/8-18 British Straight

Thread to screw into the block outlet, and accepts any -10 AN female fitting.

C-2A715k $14.95

RIC920MS

Inlet adapterThis special casting replaces the oil filter head. With it you can

Aeroquip hose to a remote filter. An AN -10 fitting is included.

C-2a3637

Magnetic oil trap. Replaces the external plate on the oil pick-up pipe.

Dist.adapter

A-Plus distributor adapter. Our special adapter allows for direct bolt-in of any early "Pre A-Plus" distributor into any

"A-Plus" block. Kit includes machined aluminum base clamp plus modified distributor drive spindle.

C-2A265

Crankcase breather.

Designed to bolt onto the backside of any block that has a blanking plate where the mechanical fuel pump is sometimes located.

The block provides baffled venting and has a pipe thread output to allow you to create your own catch/vent system. Machined from billet aluminum and very trick looking!

Kit includes the breather, gaskets, hardware and instructions.

11K2846

Water gauge adapter.

You’ll need this adapter if you want to use a mechanical water temp gauge on an A-Series cylinder head.

Mini Mania

14

14-15

O

IL

P

UMPS

ing the heart of the engine, it is obviously essential that the pump is in prime condition when fitted. Due to robotised manufacture of the commercially produced pumps, tolerances have been opened up to facilitate rapid production and assembly. This has brought about a decline in the effectiveness of the pumps, especially in arduous environments such as racing and fast road work.

Oil pressure in some cases has all but disappeared! Of course long term results are disastrous, not to mention expensive. Basically some pumps are effectively worn out when new.

The precision range of oil pumps from

Mini Spares are all hand selected, component matched to exacting tolerances, then hand assembled.

This ensures minimum end float and rotor clearance, maximizing pump efficiency. The rotor type is a 4 into 5 configuration as per the standard steel backed pump. This supplies more than enough oil for the

Mini engine - some 40% of which is dumped straight back into the sump via the pressure relief valve. A greater oil supply would only create a loss in power.

C-AEG410

3 bolt, long pin-drive pump, big bore

C-AEG411

Spider-drive pump.

C-AEG412

Slot-drive pump, big bore

C-AEG414

Pin-drive small bore pump.

CAM6614

Turbo Metro oil pump.

Highest flow available.

If necessary, the star drive pump can be used on the small bore engine without the necessity for drilling and tapping the block.

The pumps all have the standard 3 bolt facility.

However, an oil pump spacer (12G1127) would still be required.

GPS

Low pressure oil warning light switch is available to help protect the engine.

The standard one comes on at 7lb much too late a warning to avoid any damage. The high pressure one comes on at 22lb, and is a direct replacement for the standard one.

C-GPS101

Low pressure oil warning light switch.

Adjustable from 22 to 50psi

GFE101

Super oil filter It is recommended that a more efficient oil filter is used. The

Unipart replacement has a special micro fine filter with a magnetic trap in the bottom. On performance engines it is recommended to change the filter every 3,000 miles.

C-AEG413

998cc slot-drive pump.

14-16 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

RANKSHAFTS

‘S’ big end journal diameter =1.625"

1300 big end journal diameter = 1.75"

BORE/STROKE CAPACITY

COMBINATIONS IN CC

Forged EN40B steel nitrided cranks are considered the ultimate in specification, even over the ‘billet’ type. This is mainly because the grain pattern of a forging follows the shape of the webs and bearings where as the billet type is machined across the grain. We hold stocks of all the forged type cranks, as well as restroked standard material cranks and new cranks. All are cross drilled, except AEG602, and heat treated for maximum strength and durability. All are machined to fit 1300 non-

’S’ center main except C-AEG479 which is ‘S’.

76mm

.020

.040

73.5mm 74mm

1209 1226 1290 1308

79mm 1256 1274

81.33mm

1293 1330

1341

1379

1359

1399

84mm

86mm

1336 1355

1368 1387

1425 1445

1459 1480

When fitting 'S' main bearing width cranks in to non 'S' blocks, or vice-versa special thrust washers are needed.

TTW4

Thin thrust washers necessary to fit ‘S’ type cranks into non ‘S’ blocks.

TTW5

Thick thrust washers necessary to fit non

‘S’ cranks into ‘S’ blocks.

VPW41/30

+030 thrust washers (set)

C-AEG479

1275cc Cooper S.

(81.33mm) EN40B

C-AEG170

1071cc ‘S’. Available from billet only

C-AEG329

970cc 'S'. Available from billet only

C-STR931

(81.33mm) EN40B

Nitrided, 1300 Big end journal for 1300/

A-Plus block

C

ONNECTING

R

ODS

As the Cooper ‘S’ con rod has not been produced by BL for many years, we have had them reproduced, faithful to the ORIG-

INAL specifications - including material type, EN24V. These are the strongest production ‘A-Series con rods produced.

AEG624

1071cc and 1275 ‘S’ rod 5.75" centers.

AEG309

970cc ‘S’ rod 5.875" centers.

C-AEG476

(76mm) EN40B

Short Stroke Nitrided, 1.625" ‘S’ Big end journal. For 1300/A-Plus Block

C-AEG497

(84mm) EN40B

Long stroke Nitrided, 1.625" ‘S’ Big journal. For 1300/a-Plus block

.

C-AEG478

(86 mm) EN40B

Long Stroke Nitrided, 1.625" ‘S’ B/end journal

For 1300/A-Plus block

CARILLO

Carrillo rods are undoubtedly the finest in the world, and come equipped with bolts that NEVER need to be replaced.

Standard 5.75 inch length

CARRILLO6

Also available in 6" length.

Requires special build procedures.

Mini Mania

14

14-17

P

ISTONS

AE Hepolite Powermax cast pistons are the highest quality cast piston available for the A-Series engine.

Very robust, even in competition use, light weight, and very reasonably priced. They are available for the 1275 in oversizes in both 6.5cc dish and flat top, as well as for 73.5mm "Big-Bore size with a 9cc dish.

20659

73.5mm "Big Bore"

P20950

998cc Powermax piston, flat top, std to +.060".

P20773

8.5 CR, 998cc piston, dished top,+.020",

.040", .060"

P20754

10.3 CR, 998cc piston, flat top, +.020",

.040", .060".

The above are a good hardy piston, the flat top type being all right for up to 10.8-

1 CR.

However, they should not be used in engines being used continually over 6,500 rpm.

C-AJJ3378

1275 6cc dished oversize piston set,

+.020", +.040", +.060".

C-AJJ3382

1275 flat top piston set, +.020", +.040",

+.060".

AE's current standard production pistons are of such high quality they have been used in many successful race applications.

What makes them especially attractive is their price and spares availability. Replacement ring sets are readily available, as are individual pistons if required. The different CR’s are achieved by different pin to crown heights. The 21253 type are best suited to high performance use as they have a much smaller oil drain slot behind the oil control ring - thereby reducing the possibility of breakage.

P21250

9.41CR, 1275 low drag slipper piston.

Available in +.020, .040", .060", 8.4cc

dish.

C-AEG701

Set of 8 PTFE wrist pin buttons to replace circlips for high RPM use. State whether for standard type or A+ slipper piston. For 998cc only.

Mini Mania can also produce almost any size or crown configuration required. These would be produced by Venolia pistons in

California. These are forged, supreme quality pistons..

This service usually takes 4-6 weeks, but costs little more than buying a set of “off the shelf” forged pistons.

Forged pistons can also be supplied for

948cc and 1098cc in limited oversizes.

P21251

8.8-1CR, 1275 low drag slipper piston.

Available in +.020", .040", .060", 8.4cc

dish.

P21253

9.75-1CR,1275 low drag slipper piston.

Available in +.020", .040", .060", 8.4cc

dish.

14-18 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

RANK

D

AMPERS

For high performance engines an efficient crank damper is a necessity to reduce failure.

The standard damper commonly used is barely adequate for the standard engine. Mini Spares have reproduced the original 'S' damper and pulley - far superior to the standard item.

The damper ring can be bolted directly to the toothed belt crank pulley, or used with the original 'V' belt crank pulley.

12A367

"S" Damper ring.

C-AEG454

"S" Crank pulley.

C-AHT146

Lock tab for 12A367 to C-AEG454.

C-AHT147

Uprated front pulley bolt

High tensile socket head bolt that is used with a thick EN16 washer. It is of sufficient length to ensure twice the recommended engineering thread engagement.

C-AEA750

Friction Damper kit

You've read all the books on engine harmonic vibration and how bad it is for the bottom end of your engine. Take a survey of race engine builders and they'll agree that the friction damper manufactured by Fisher is far superior to the rubber isolated dampner.

Mini Mania is proud to offer a Fisher friction damper kit for the A-Series engine. Every effort has been made to make this kit as compact and lightweight as possible. To do so we have utilized a ribbed Poly-V belt drive system. The Poly-V belt drives lightweight aluminum water pump and alternator (or idler) pulleys.

Mini Mania

14

14-19

E

NGINE

K

S

TEADY

ITS

MSSK1300

Competition engine steady kit.

Fits from thermostat end of cylinder head to bulk head. 1275 engines.

MSSK1300L

As above but for left hand drive cars.

MSSK1000/RHD

Competition engine steady kit as above.

Fits all small bore engines.

MSSK1000/LHD

As above but for Left hand drive cars.

MSSK

Lower engine steady kit. Fits from below flywheel housing to rear lower leg of subframe on the right hand side.

MSSK1

Lower engine steady kit. Fits from speedo drive housing to rear lower leg of subframe on the left hand side.

One of the biggest problems with the

Mini is engine location and stability. We are all familiar with the engine rock experienced in a standard Mini on acceleration/deceleration and gear changes.

A situation that rapidly deteriorates once the engine steady bushes start to “give in” - which takes an alarmingly short time. In the advent of the rod change type gearbox fitment, this situation became even worse as there is next to no stability offered by the rod linkage, unlike the old remote mounting. The engine movement suffered is the main reason for breakages in exhausts and manifolds, not to mention damage to carb jets.

Mini Spares have developed several kits to help control this situation.

Use of one of the kits will improve things dramatically - using all of them will stop the engine dead!

They are all to be used in conjunction with the standard engine steady bar and not to be used as replacements.

We also supply several kits for those who have broken bolts/stripped threads in the engine block preventing use of the standard bar.

WB3

Poly bushes for engine steady bar.. Will also fit MSSK and MSSK1 kits. These are near solid bushes to replace the standard rubber ones. They will transmit some noise to the car body.

MSSK2

Engine steady repair kit. Replaces both broken stabilizer bolts.

MSSK3

Engine steady repair kit, replace only the rear bolt. For engines with breather on top of clutch case.

MSSK4

2 bolt engine steady repair kit for engines with no breather on flywheel side.

MSSK5

2 bolt engine steady repair kit for large bore engines.

14-20 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

23

F

LYWHEEL AND

C

LUTCH

C-AEG619

Ultra light steel flywheel. Weight

8.38lbs.

C-AEG421

Light steel street flywheel. Weight 10.5lbs.

C-AEG422

Light steel verto type assembly.

Weight 8.84.

FLYWHEEL WEIGHT COMPARISONS

KG LBS

Standard iron flywheel unmodified 7.58 16.71

Safely lightened std. iron flywheel 6.06 13.36

Steel Light weight fast road spec.

4.8

10.5

Ultralight Steel race flywheel 3.80

8.38

Note: all above weights are with ring gears.

Continuous research and development has often brought to light some intriguing and unexpected bonuses.

Some time ago Min Spares started producing their own ultralight steel flywheels as we were suffering all manner of problems from the then only available supplier.

However, recent testing on harmonic balancers brought to light an odd frequency at high rpm - which was being developed by the flywheel. We isolated the problem, and now have redesigned our flywheel to be near perfect!

It is now more symmetrical, and evenly balanced.

The flywheel comes with the required distance pieces for mounting the straps. It is highly recommended to use 3 clutch straps per location to minimize stretch on high performance engines. Part number 2A3658.

For the road we have developed a lightened steel flywheel. This has been produced as the ultra light version is far too light for most fast road applications, producing an uneven and lumpy tickover when high lift cams are used. Much lightened standard cast ones are dangerous.

The steel flywheel also provides a much hardier clutch surface.

For those stuck with the verto flywheel assembly we have developed a replacement outer flywheel section in steel that is nearly 4lb lighter than the standard item.

C-AHT230

Competition light clutch back plate.

Weight as sold 3.56lbs. Standard back plate for comparison 5.74.

C-AEG481

Orange clutch diaphragm.

C-AEG482

Gray clutch diaphragm.

C-AHT596

Rally/race clutch disc.

Clutch02

Button clutch disc. Recommended for race use only.

It is recommended that only the gray diaphragm is used with the sintered button disc.

Mini Mania

14

14-21

K

ENT

C

AMSHAFTS

There are three different cam/oil pump drive types - star drive, pin drive, and slot drive.

All pre A-Plus small bore engines used pin drive cams as did the

‘S’, except the MK3. Star drive cams were fitted to all solid wall block large bore engines prior to A-Plus type. All

A-plus type engines use the slot drive type.

We stock the latest generation of cams from Kent Cams, as well as their range of re profiled original BL specification cams.

KENT(MEGADYNE RANGE)

MD256

Excellent urban cam, pulls from very low down, increases low, mid and top end in nearly all engines. Smooth idle, and good economy. Rev band up to 6,000 rpm.

MD266

Brilliant all round performance road cam.

Smooth idle, pulls from around 1,200 rpm. Small gain in low end, big increase in mid and top end. Unbeatable for genuine fast road use. Rev band 1,200 to

6,500/7,000 rpm.

MD276

Slightly lumpy at idle, especially in small bore units. Strong mid and top end power. Rev band 1,500 - 7,000 rpm.

MD286

Hottest road usable cam. Not a good traffic cam. Lumpy idle. Not very suitable for small bore units unless fully prepared with big valve head. Very strong mid and top end power.

Rev range

2,000 - 7,500 rpm.

MD296

Needs free flowing exhaust manifold and system, high CR, best with medium to long inlet manifolds. Mid and top end power only. Gives very good results when twin SU’s have to be used.

Rev range

3,250-8,000/8,500 dependent on build.

MD310

Out and out race cam. Needs fully prepared engine to give best results. Rev range 4,000 to 8,500/9,000 dependent on build. High CR also required, 13:1 plus.

MD530

Rover Group ‘modern’ 649. Good general use race cam in almost anything.

1.5 ratio rockers a must with well ported head.

Kent Scatter Pattern Cams

This selection of cams are the very latest supercams available for the ‘A’ series engine.

Their design gives more torque, more power and more usable rpm than their equivalent single pattern cams.

Current state of the art.

MD286S

Ultimate street cam.

Excellent for

Autocross.

Pulls very well from 2000

RPM.

MD296S

Gives very strong mid range and top end power. Needs CR and non restrictive exhaust manifold and system.

MD290S

Race cam. Needs CR not as fussy as to exhaust system. Effectively a 90’s engineered 649.

Gives wide power band, very good results in standard stroke race 1275cc ‘S’.

MD310S

Kent's ultimate race cam. Needs fully prepared engine for good results - high

CR, high flow head, exhaust manifold and system.

14-22 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

MD256 Mild Road

MD266 Fast Road

MD276 Road Rally

MD286 Rally

MD296 Race

MD310 Full Race

KENT CAMS (MEGADYNE RANGE)

Duration

IN / EX

254/254

260/268

270/280

280/290

290/300

310/310

Lobe

Center

106

106

106

106

106

106

Lift at Lift at

1.25 Ratio 1.5 Ratio

.320/.320

.380/.380

.320/.330

.380/.390

.360/.380

.430/.455

.388/.400

.460/.468

.400/.420

.470/.495

.420/.420

.495/.495

KENT MEGADYNE SCATTER PATTERN CAMS

Timing Timing No.

Lift at Lift at

No. 1 & 4 No. 2 & 3 1.25 Ratio 1.5 Ratio

MD286S 34-66 71-39 34-66 71-39 .388/.400

.460/.488

MD296S 39-71 76-44 39-71 76-44 .400/.420

.470/.495

MD290S 41-69 73-37 47-63 67-43 .395/.395

.472/.472

MD310S 49-81 81-49 49-81 81-49 .420/.420

.495/.495

KENT CAMS STANDARD CAMS

450/500 Mild Road

*948/567 Mild Road

550/600 Fast Road

*731/800 Fast Road

*544/643 Road Rally

*649/530 Race

*Sprint 597 Race

*Super Sprint 598 Race

895 Race/Rally

475 Full Race

Duration

IN / EX

252/262

252/252

288/288

268/268

288/288

300/300

320/320

320/320

300/320

320/315

* Denotes BL’s ST specification cams.

Lift at Lift at

1.25 Ratio 1.5 Ratio

.320/.320

.380/.380

.320/.320

.380/.380

.360/.360

.430/.430

.320/.320

.380/.380

.387/.387

.464/.464

.394/.394

.472/.472

.394/.394

.472/.472

.394/.394

.472/.472

.395/.395

.396/.395

.475/.475

.475/.475

Mini Mania

14

14-23

C

AMSHAFTS

E

LGIN

Much information has been recorded about the four stroke internal combustion engine and yet only a small percentage of people really understand how it works and fewer people know how to modify an engine to suit their needs.

I will try to simplify this very complex subject by discussing some basic principles that may be overlooked by the average person.

It is very important to understand which way the piston is traveling and where the valves are during the four strokes.

We have four strokes to consider.

The valve timing events, relative to piston placement, are the only thing easy to adjust/change. The camshaft that opens and closes the valves makes one complete 360deg revolution while the crankshaft which moves the piston up and down the cylinder rotates twice (720deg). Camshaft timing is usually talked about in crankshaft degrees relative to piston placement in the cylinder. We know that the piston is at the top (Top Dead Center) of the cylinder twice and at the bottom (Bottom Dead Center) twice.

The First Stroke starting at the TDC position the piston starts moving down the cylinder (intake stroke), picks up speed, and must slow down when it reaches the bottom. As the piston is moving down the cylinder the intake valve is opening. Some air and gas mixture is beginning to flow into the cylinder but the greatest gulp comes when the pressure differential is the greatest. That occurs when the piston reaches maximum velocity. The things that govern piston velocity (Velocity=Rate of change of position, in relation to time) are the stroke, rod length and piston pin off-set. You must be wondering why I’m talking about piston velocity during the first

(intake) stroke. FACT ONE: Volumetric efficiency is directly related to piston velocity! We have at least 200 miles of air

14-24 above the engine waiting to fill the cylinder with 14.7psi @ sea level.

As the piston reaches BDC the intake valve is almost closed. The intake valve finally closes after BDC when the piston is on the way back up the cylinder.

You might guess correctly now that the piston does not move very fast at TDC or

BDC. As the piston starts the second

(compression) stroke it must compress the air and fuel to a high enough pressure and temperature that the spark plug ignites the mixture. We hope to have a CON-

TROLLED BURN (an “explosion” = detonation) to move the piston back down for the third (power) stroke. In most instances the expanding gasses are at a low pressure by the time the crankshaft is at 90deg after TDC (ATDC) so we can safely open the exhaust valve before BDC (BBDC).

When we begin the fourth (exhaust) stroke the exhaust valve is opening at a fairly rapid rate, the piston is going up and if the exhaust valve is not open a lot by the time the piston reaches maximum velocity there will be resistance in the cylinder caused by exhaust gas pressure. This is known as pumping losses. As the piston is reaching the top of the cylinder, the end of the fourth stroke, you will see the exhaust valve is almost closed but, low and behold, the intake valve is just beginning to rise off its seat! At TDC at the end of the exhaust stroke both the intake and exhaust valve are open just a little. This end of the exhaust stroke is also called the

OVERLAP PERIOD.

Commonly during the overlap period you will find that at TDC exhaust stroke both valves will be open an equal amount and that is called SPLIT OVERLAP. On standard engines the valves are only open together for 15-30deg of crankshaft rotation. In a race engine that uses higher engine speeds, 5000-7000RPM, you will find the overlap period to be in the neighborhood of 60-100deg (will also mean more duration)! With this much overlap the low speed running is very poor and a lot of the intake charge goes right out the exwww.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

haust pipe.

Let us review the four strokes again and add some timing events to calculate total valve duration. Let us use a good street cam timing of 268deg duration with

108deg camshaft lobe centers. Lobe centers=the center line of the exhaust lobe to the center line of the intake lobe in camshaft degrees. As we have discussed, at the end of the fourth stroke both valves were open and the next stroke is the intake stroke. With the 268deg cam the intake valve began to open at 26deg before TDC. We now have the piston going down the cylinder with the valve reaching full lift at 108deg (lobe center) ATDC and the intake valve is still open when the piston reaches BDC. The crankshaft has rotated 180deg from TDC to BDC. The intake valve opened 26 deg. BTDC. Now we have 26 deg.+180 deg.=206deg. of crank rotation. We started with a 268 deg.

camshaft so that tells us when the intake valve will close. 268 deg. less the 206 deg.

that we have already counted = 62 deg.

The intake valve will close 62 deg. after bottom dead center (ABDC). The second stroke is the compression stroke but the intake valve is still closing! FACT TWO:

The engine does not have any compression until the intake valve is fully closed!

Now we compress the air fuel mixture and ignite it at the proper time in order to maximize the push down on stroke number three. Remember I said that most of the cylinder pressure is gone by 90 deg.

ATDC? Now with our 268 deg. cam the exhaust valve will begin to open 62 deg.

BBDC and we’ll have 180 deg. of crankshaft rotation on the exhaust stroke. 62 deg.-180 deg. = 242 deg. of crank rotation. At TDC at the end of the exhaust stroke the intake valve just begins to open again and the exhaust valve is almost closed. When does it close? We already had 242 deg. of rotation and the cam has

268 deg. 268-242=26 deg. The exhaust valve closes 26 deg. ATDC. With the intake opening at 26 deg. BTDC and the exhaust closing 26 deg. ATDC we have a total of 52 deg. overlap.

Mini Mania

Now we can start discussing duration, lift, lobe centers, compression and cylinder head flow.

Let us now take the four timing events and put them in order of importance. The least important is the exhaust valve opening. It could open anywhere from 50 to 90 degrees before bottom dead center (bbdc). If it opens late, close to the bottom, you’ll take advantage of the expansion, power, stroke and it would be easier to pass a smog test but you’ll pay for it with pumping loss by not having enough time to let the cylinder blow-down.

You must let the residual gas start out the exhaust valve early enough so that the piston will not have to work so hard to push the gas out. Opening the valve earlier will give the engine a longer blow-down period and that will reduce pumping losses. For a low speed engine, say up to

4000 rpm, the cam can open the valve later.

The next least important timing point is the exhaust closing. If it closes early, say around 15 degrees after top dead center (ATDC), you will have a short valve overlap period. Less overlap is required to pass the smog test but it does not help power at higher engine speeds. Closing the exhaust valve later, in the vicinity of

40 degrees ATDC, there will be a longer valve overlap period and a lot more intake charge dilution that will make low speed operation poor. Some compromise must be made as to how much overlap one needs to use. Many factors need to be considered like idle quality, low speed throttle response, fuel economy, port sizes, and combustion chamber design just to name a few.

The next least important timing event is the intake valve opening. Early opening allows for a greater valve overlap period and adds to the poor low speed use.

For the high performance enthusiast, low engine speed could mean 3000 RPM! I would not consider that as a typical street

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AMSHAFTS CONT

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passing the smog test then early intake valve opening will help the power output of the engine. Earlier valve opening will have the valve open further when the piston reaches maximum velocity and that increases the volumetric efficiency (V.E.).

I must stop now and ask you a question about your engine.

If the stock

1275cc BMC head does not flow much air above .350" valve lift and it is possible to have the intake valve open that much by the time that the piston reaches maximum velocity WHY IS IT THAT

MOST PEOPLE WANT AT LEAST .500"

VALVE LIFT??

order to make a proper camshaft selection. What will be the RPM range that the engine must perform in? 1000- 4000,

2000-5000, 3000-6000, 4000-7000, 5000-

8000 RPM?? What size is the engine?

What is the bore and stroke? How long is the center to center distance on the connection rod? How much piston pin offset is there? What is the static compression ratio? In the cylinder head what is the maximum cubic feet per minute (CFM) air flow in the intake track with the manifold and carb installed? At what valve lift does the air flow level out on both the intake and exhaust valve? What is the percentage of the air flow of the exhaust vs.

the intake? What are the valve sizes?

What are the lengths and sizes of the intake and exhaust systems?

Now the last timing event is the most important and the most critical THE CLOS-

ING OF THE INTAKE VALVE. The closing of the intake valve is the governor of the RPM range and the governor of the effective compression ratio! If the intake valve closes early, about 50 degrees after bottom dead center (ABDC) then it will limit how much air/fuel mixture could enter the cylinder. Early closing makes the low speed very nice but it does limit power output as well as RPM. Another problem with early intake valve closing that most people do not consider is that if you have a high compression engine, say 10:1 or higher, you will have more pumping loss trying to compress the mixture. You might even have head gasket and or piston failure! Now if you close the intake valve later the cylinder will have more time to take in more air/fuel and the RPM will move up. That seems simple enough doesn’t it? The later that the intake valve closes the higher the RPM and therefore the more power, maybe! If the valve closes past 75 degrees (ABDC) you could lose most of the low speed torque and if your

STATIC compression is only 8:1 the engine will not be able to reach its horsepower potential. Now you might have a better understanding why the intake valve closing is the most important timing event.

Once you have this data then a logical cam choice can be made. Sometimes the engine combinations are wrong for the expected RPM range that is desired.

How can a layperson look in a catalog and make a correct choice? The parts supplier must have the proper information in order to help the customer choose the proper camshaft.

Let us now look at the cam listings that are provided in this catalog. You will notice that of the six cams that are listed each one has the exhaust duration greater than the intake duration. The reason for this is when the standard 1275cc cylinder head and two other modified heads were flow tested the results showed that the exhaust flow was not up to par.

In order to have the correct intake to exhaust balance a dual pattern cam must be used. If the engine is to be used for serious competition then it is necessary to install larger intake and exhaust valves and do the grinding and polishing with the aid of a steady state flow bench. When the cylinder head is prepared in this manner it is then advisable to use a single pattern camshaft.

Now to get onto another topic. It is very important to know the following in

14-26

If we look at part #CAM006 you will see that it was designed for a special www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

application. Usually the cylinder head was slightly modified and the compression ratio is on the high side for regular street driving.

If a stock or near stock style camshaft is used the power would fall off early in the

RPM range and the engine would have a pinging or detonation problem. In order to solve this problem the intake valve must close later and the other timing points need to be increased. This will compromise the idle and the torque under

2500 RPM but watch out after 3000 RPM!

We have covered a variety of topics related to the workings of the four stroke internal combustion engine. We discussed a little about volumetric efficiency (VE) and how it is related to piston velocity, cylinder pressures that determine normal or abnormal combustion, pumping losses that occur on the compression stroke as well as the exhaust stroke, overlap period, lobe centers and how to figure out the duration of the camshaft in crankshaft degrees. We went deeper into the four strokes by listing the order of importance of each stroke and how it affected engine performance. We talked about compression ratio versus intake valve closing, what RPM range one might choose for their application, some information about cylinder head flow, and finally some ideas about camshaft decisions when the engine data is known.

Let us now go over some more cylinder head information. We will compare a few BMC “A” series heads in different states of tune. A slightly reworked 1098cc head with std valves [A]; a stock 1275cc head with std valves, I=1.400", X=1.155"

[B]; a modified 1275cc with larger valves,

I=1.444", X=1.215" [C]; and a highly reworked “Longman” head with larger intake valves, I=1.477", but std exhaust valves,

X=1.155" [D].

If you look at the ratio of the exhaust valve versus the intake valve you will find that the stock 1275 head has a ratio of 82% (X/I=1.155/1.400 =0.825); the modified 1275 head has a ratio of 84% and the “Longman” head has a ratio of

Mini Mania only 78%. I prefer to be in the 80-85% range and the port the head to achieve about 80% exhaust CFM flow compared to intake CFM flow. the [B] head just got into the 70% range at low lift but dropped to 60% above .250" lift. The modified [C] head averaged 72.5% throughout the lift range. The [C] head could use a single pattern cam but all the other heads require a dual pattern cam because of their lower exhaust CFM flow. Some cylinder head shops tell me that they get good results using X/I ratios of 90-95%. That high a ratio will only work when you are stuck with using a standard cam with about 250deg duration or in the full throttle drag race application. For hot street, autocross or roadracing applications 90% will overscavange the cylinder which will waste fuel an lower the torque curve.

When we compare the [A] head to the [B] head we find that they are similar in flow even though the [B] head has larger valves. All of the BMC heads will increase in flow very nicely up to 0.350" lift and the the increase in flow will start to level out. The larger the valve the more

CFM is the norm. The BMC head requires a lot of extra time on the flow bench grinding, polishing and blending valves and ports in order to get more air flow above

0.450"lift. The bottom line is that with a good cylinder head the engine will produce more power. Cylinder head [C] has close to 15% more air flow than a stock head and the [D] “Longman” head has about

20% greater flow than stock. If you can get more air into and out of the engine, you get more horsepower at the same time.

When making any engine modification a person has to be realistic about where they want the power range. Longer duration equals more top end power but it will reduce the torque in the lower RPM range. Just about any engine would benefit from a prepared cylinder head, a good exhaust system with a relatively small diameter for street use, and maybe a little larger carb and manifold. As you increase

14-27

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AMSHAFTS CONT

.....

compression and add some duration to the cam. The more duration that you add the more compression you need and that combination will increase the upper mid range and top end power. It is very important to keep your combinations balanced; for example, you cannot use a

270deg cam with 8:1 compression, 9.5:1 would be a lot better and conversely you cannot have 10:1 compression and use a cam with 250 or 264deg duration! As soon as the duration is above 264deg the standard exhaust system will restrict the breathing ability of the engine. Sometimes it’s difficult to make the idle mechanism work properly in the carb due to the reduced vacuum and extra exhaust back pressure.

You probably have figured out by now that I am not an advocate of extra high lift, unnecessarily long duration or very high compression for any street driven car. I prefer to use maximum velocity on the camshaft design and that enables me to have more duration at 0.050", .100" and

.200" lift as compared to “brand X”. When you have longer duration at .200" lift and not as high cam lift you will them have a cam lobe with a rounder nose radius which will support higher loading’s and therefore last longer than a pointed high lift cam. I learned a long time ago that DWELL on the nose-top portion of the cam lobe is the equal to lift provided that you have the valve open far enough when the piston reaches maximum velocity. On a normally aspirated engine I have NEVER seen power increase by adding more lift than the port can flow.

Head Flow Comparison

.020

.050

.100

.150

.200

.250

.300

.350

.400

.430

.450

.500

Valve

Lift

1098cc Stock “S”

“A” Head“B” Head “C” Head

Modified “S”

1.3" 1.14"

Int.

Ext.

CFM

1.4" 1.155"

Int.

Ext.

CFM

1.44" 1.215"

Int.

Ext.

CFM

7.5

6.9

18.3

15.1

39.3

32.4

57.6

45.3

74.6

55.9

85.5

60.4

88.8

65.5

96.3

68.0

99.0

72.1

99.5

73.6

99.9

74.5

101.1

75.6

7.8

6.3

19.5 14.3

43.0 32.8

53.1 40.4

69.1 49.4

85.5 58.1

93.4 62.4

102.1 66.0

106.8 68.0

109.0 68.0

109.0 67.0

108.0 67.0

7.8

6.6

21.2

16.2

43.0

32.8

62.7

43.9

82.0

54.3

94.4

65.2

107.4

73.5

114.2

79.9

116.7

88.6

117.9

92.2

117.5

92.0

116.8

91.5

Longman

“D” Head

1.47" 1.155"

Int.

Ext.

CFM

8.2

6.4

21.6

15.2

45.4

32.4

65.8

46.1

88.1

57.7

102.8

65.8

116.7

73.2

128.2

79.1

135.8

88.5

136.5

84.8

136.6

84.0

135.9

83.5

14-28 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

E

LGIN

C

AM SHAFTS

Camshaft

No.

Seat to

Seat

Duration

In / Ex

Duration

@ .50 cam lift

CAM001

CAM002

CAM6608

CAM003

CAM004

CAM6708

CAM6707

244/264

250/264

264/264

264/268

262/268

268/268

268/268

198/215

208/215

217/217

215/222

225/230

222/222

230/230

Cam

Lift

In / Ex

.264/.264

.250/.264

.262/.262

.264/.289

.293/.318

.289/.289

.318/.318

Valve Lift

In / Ex

1 . 25 rockers

327/327

312/327

327/327

327/358

366/397

361/361

397/397

Valve Lift

In / Ex

1 . 5 rockers

393/393

375/393

393/393

393/430

439/477

433/433

477/477

CAM005

CAM7008

CAM7007

CAM7107

CAM71506

CAM7207

CAM006

CAM7505

CAM007

CAM76506

CAM7706-32

CAM7706-34

CAM73503

268/278

280/280

280/280

284/284

286/286

288/288

288/292

300/300

300/300

306/306

308/308

308/308

310/310

230/240

228/228

228/228

235/235

242/242

235/235

235.254

250/250

250/250

261/261

255/255

263/263

268/268

.318/.321

.263/.263

.278/.278

.290/.290

.302/.302

.290/.290

.293/.321

.297/.297

.323/.323

.341/.341

.322/.322

.348/.348

.380/.380

397/401

329/329

348/348

363/393

378/378

363/363

366/401

371/371

404/404

426/426

403/403

435/435

475/475

477/481

395/395

417/417

435/435

453/453

435/435

439/481

446/446

485/485

512/512

483/483

522/522

570/570

Application

Mild Road. Smooth Idle.

One up from Cooper 'S' Spec.

Max. for smog emmissions

Fast Road Cam.

Fast Road Cam. 9.1:1 compression recommended.

Mini & 1275. Will work with stock engine.

Heavy duty springs reqd. Cylinder head porting recommended.

Hot Street. Header recommended. 9.5:1 compression.

Hot Street. Must have header to idle. 9.5:1 compression, heavy duty valve springs & good cyl.head are required. Adv. cam +2 deg.

Hot street grind. Same reqs as above.

Autocross. 9.5:1 compression required.

Autocross. 10:1 compression required.

Autocross. 10:1 compression required.

Autocross. 11:1 compression. Pump gas okay.

Race grind. 11:1 compression reqd.

Race grind. 11:1 compression reqd.

Full race. 13:1 compression reqd.

Full race.13:1 compres.Power ramge from 4500-7500

Full race. 13:1 compression reqd.

Max. for a fully prepared 948cc. Dyno tune

Race. Works best for 1275 - 1380cc engines.

Elgin Cams is a company that is a direct descendent of such famous California specialists as Isky, Delong, Winfield, etc. etc. Elgin has taken the art of cams into the science of the ‘90’s. Computer designed and handcrafted workmanship guarantee a First Class camshaft. Custom designed cams are a specialty.

Elgin has made cams or sold his design to General Motors, Ford Motor Co., Nissan Corp., Zakespeed International, Porsche Motor Sports,

Winston Cup Engine Builders. Elgin has the largest percentage of cams used at SCCA's Runoffs from GT-1 to Formula-V. He also has provided original or new technology for antique and vintage racers.

Mini Mania

14

14-29

C

AM

F

OLLOWERS

It is of great importance to use high quality cam followers to get the best performance and reliability from your cam.

Use of poor quality followers will lead to definite failure of the cam.

The cam followers supplied by Mini

Spares are of the highest quality, manufactured by an OE supplier to Rover. It is also extremely important to use new cam followers any time a cam is changed. Never reuse lifters with a new or different camshaft!

2A13

Standard weight cam follower.

Weighs 46.1 grams.

AEG584

Standard weight cam follower with oil drain hole. Weighs 46.5 grams.

C-AEG579

Lightened cam follower with oil hole.

Weighs 40 grams.

C-AEG580

"Isky style", chilled-iron hardened cam follower, has oil drain hole. Weighs 55.0

grams.

14-30 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

AM

-D

RIVE

S

YSTEMS

C-AJJ3328Race

Fitment of an uprated cam drive system is essential when building a performance oriented engine. Timing scatter induced by the standard set up can reach up to

15° once the single row chain has stretched, which it does after only a few miles. This scatter not only affects the cam timing, but also the ignition, the distributor being driven by the camshaft. Power loss suffered by this phenomenon is substantial. Replacing the standard single row (simplex) system with a dual row (duplex) system greatly reduces the problem, use of a tooth belt system all but eliminates it. The beltdrive system vastly reduces valve train noise and also helps damp out some of the odd harmonics generated by the 3 main bearing ‘A’ series engine. It is also extremely important to time any cam in to its required setting to obtain maximum performance, especially performance cams.

The ‘dot to dot’ method can, because of manufacturing tolerances, be out by as much as 15° or more. Anything over 2° out, and power suffers - more noticeably in small bore engines. In race engines you probably lose 1 hp for every degree the cam timing is out, more if over 6°.

C-AJJ3325

Ultralight non adjustable steel duplex gear and chain set.

C-AJJ3327

Belt-Drive adjustable timing gear set.

Dowel type, where interrelated holes are located by a dowel to give exact timing. Fixed increments of 1 degree. Plastic case.

C-AJJ3328

Belt-Drive adjustable timing gear set.

As above but withAluminum case.

Engine04

Replacement belt for above.

ENGINE05

Replacement small oil seal for above.

ENGINE06

Replacement large oil seal for above.

To aid accurate timing when using non adjustable timing gear systems, there is a range of proper CNC machined offset cam keys available. These come in

1° increments up to 9°. One tooth round on the gear represents 13° of cam timing, so if you are more than 9° out move the cam gear one tooth in the required direction and use the keys the other way round as they are dual directional. They are available individually.

Ultra light steel duplex timing chain set, dowel adjustable

C-AJJ3323

Budget standard cast duplex gear and chain set. Road use only.

WKN / (DEGREE)

Offset cam key. Change the number to order the required key, (i.e.. for 3°,

WKN3 SET).

ISKY 01

14

Degree wheel for timing camshaft.

Mini Mania

14-31

R

OCKER

G

EAR

The new generation of short period, high lift cams have been developed to give the best results in large bore engines when used in conjunction with 1.5 ratio, hi-lift rockers. For the small bore range, the ‘S’ 1.3 ratio is optimum. In certain instances ratios of 1.7 to 1 are of benefit - but is really only applicable to fully developed race engines.

12G1221

1.3:1 ratio ‘S’ rocker.

C-AHT436

1.5:1 ratio "High Lift" rocker assembly.

Forged steel. Includes rockers, pedestals, and thick-wall shaft. Known affectionately as "Keith Dodd " rockers.

C-AHT442

Adjust screw - roller rockers.

C-AHT443

Lock nut for adjuster screw - roller rockers.

C-AHT446

To compliment our range of mechanical and full roller rocker sets, we offer a roller tipped alloy rocker set.

They use the same billet alloy arm and hard chrome roller tip as the full roller set up, but do not use the needle rollers on the shaft. This allows a thick wall shaft to be used. Standard adjuster screws and nuts are also employed. All this culminates in a high quality yet infinitely more economical roller rocker set, as the roller tip is the most important factor to reduce valve and guide wear when using modern performance cams. The set comes with 8 rockers, adjuster screws and nuts, competition thick wall shaft and steel posts. To use on small bore heads it is necessary to rearrange the rockers to line up the tips with valve stems.

.

C-AHT437

1.3:1 Roller rocker set. The ultimate valve gear, maximum efficiency, absolute minimal valve stem side loading, vastly reduced friction and extra rigidity. They have a needle roller tip and dual needle roller bearings on a thick wall shaft. Manufactured in hard anodized aircraft alloy for maximum strength and lightness.

C-AHT438

1.5:1 hi-lift roller rockers. Specifications as per above.

C-AHT439

1.3:1 roller rocker set for small bore engines. Roller tips are centered in the arm to line up with valve stems, otherwise all other specifications as per above.

C-AHT447

Stainless steel high lift roller rockers allow for a much more compact design.

Hence, there is less weight over the valve and push rod, and because they're narrower they can be centered over the valve. An additional bonus is that they're made to clear the large diameter valve springs that many racers are using today.

In stock now, fully assembled as shown.

C-AHT440

1.5:1 hi-lift roller rocker set for small bore engines. Specifications as per above.

C-AHT441

1.7:1 big bore roller rocker set.

14-32

C-AHT447/ALLOY

As above, but spaced specifically for aluminum cylinder head.

www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

R

OCKER

G

EAR

& P

USH

R

ODS

C-AEG392

Rocker spacer set. Replaces the springs to reduce friction.

AEG168

Rocker shaft shim.

C-AEA692

Set of 8 extra long adjuster screws.

AEG167

Adjuster screw - fits 12G1221 & C-

AHT436/446

NT605061

Lock nut for above.

Extra lift of around .030" can be obtained with the bushed rockers by using offset bushes, supplied as a set of 8. If these bushes are used, before and after alignment of the rocker pad to valve and stem must be checked and corrected. Invariably in the 1.3 rockers a special set of steel posts are required. It is possible to to enhance valve gear rigidity and reliability, especially in high-revving engines, by using a thick wall rocker shaft. Heat treating rocker shafts is now no longer done as it greatly accelerates wear of the rocker bushes. It is cheaper and easier to replace a worn shaft than a set of worn bushes; the bushes require reaming to size once fitted.

C-AEG644

Set of 8 offset rocker bushes.

C-2A515

P

USH

R

ODS

SPO13

Isky tubular push rods for 1275 engines.

C-AEG645

Set of 4 steel posts when using offset bushes in standard ratio rockers.

C-AEG399

Super thick wall rocker shaft - bushed rockers only (not roller type).

To help rocker pad to valve stem tip alignment and reduce friction the standard springs can be replaced by spacers and shims. The spacer set is sold as a set of 3, the shims are so individually.

Mini Mania

To maintain proper rocker assembly geometry it is imperative that the distance from the camshaft to the top surface of the cylinder head be kept as near as possible to original. You'll note that if the block or cylinder head have been surfaced the pushrods now effectively rise further even in the "down" position.

This does not give you more lift, but in severe cases will reduce lift, and in any case will increase wear and noise. The easy and only solution to this dilemma is to raise the rocker assembly by shimming the rocker pedestals. These shims are .028" thick and can be stacked to the height necessary.

905-005

Isky tubular push rods for 998cc engines

14

14-33

G

EARBOX

C-22G1049

2nd gear - 28 teeth.

C-22G1050

3rd gear - 24 teeth.

22A1021

3 Syncro 1st gear outer track.

The aforementioned gears also fit the

Sprite and Midget, the only different gear is the 1st motion shaft which is much longer than the Mini.

Also requires

22G1118/9 1st gear outer track.

C-AJJ3319

Sprite/Midget straight cut gear kit.

3 SYNCHRO TYPE

There are 3 different gear ratio sets for the 3 synchro gear box, 2 helical and one straight cut (although in the 1960’s

BL produced the straight cut ratio’s in helical form as alternative). The earliest gearbox was fitted to all the Mini’s, including the 997cc and 998cc Cooper.

The closer ratio set was used in the

S’s and was also fitted as an option to the 998cc Cooper.

GEAR RATIO COMPARISON

C-AEG3138

Sprite/Midget 1st motion shaft.

4 SYNCHRO TYPE

850/997 S’ & 998

Straight

& 998

1 st gear 3.627

2 nd gear 2.172

3 rd gear 1.412

4 th gear 1.0

Cooper

3.2

1.916

1.357

1.0

Cut

2.573

1.722

1.255

1.0

Six variations of all synchro gear sets are available, 3 helical and 3 straight cut. The early standard helical ratio set was fitted to all small bore Mini’s, recognizable by their square top teeth. The first motion shaft uses 17 teeth, and the laygear is usually numbered 22G927.

C-AJJ3371

3 synchro straight cut gear set, includes

2nd, 3rd, 1st motion shaft and laygear.

Requires 1st/2nd hub assembly 22A1021 and standard reverse gear. Can only be fitted to ‘B’ type boxes.

C-22G1047

Laygear cluster - number of teeth 13, 17,

20, 23.

C-22G1048

1st motion shaft - 22 teeth.

14-34

The close ratio helical set fitted to the

‘S’ and 1275GT utilized the same first, second and third gears, but a different first motion shaft and laygear. The first motion shaft had 18 teeth, and the laygear was generally numbered

22G1040, although in later gearboxes some were marked ‘ME’. Using these two components you can convert the early standard ratio gearbox to close ratio

(sold as a set).

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800-946-2642 Tech: 408-942-5595

The third helical ratio set is fitted to all the A+ engined cars, irrespective of engine size. This can be identified by the sharp edge on the teeth tops and - barring a couple of initial gears -they also have a groove around the center of the tooth profile. The first motion shaft also has a .983" diameter hole for the larger mainshaft pilot bearing. Some early

A+ units were fitted with the close ratio kit, the first motion shaft having the larger mainshaft pilot bearing.

GEAR RATIO COMPARISON

EARLY ‘S’ &

850/998 1275GT

1098

1st gear 3.52

2nd gear 2.21

3rd gear 1.43

4th gear 1.0

3.32

2.09

1.35

1.0

A+

3.64

2.18

1.42

1.0

C-AJJ4032

4 synchro close ratio conversion set, laygear and 1st motion shaft for helical gears.

By using the very latest gear cutting techniques, equipment and top line manufacture it has been possible for Mini Spares to produce a close ratio, straight cut gearset with greatly reduced noise output usually associated with running a straight cut gearbox. This is ideal for powerful road engines where a close ratio, low power absorbing gear set is required to enhance engine performance.

The ratio’s have been reproduced as near as possible to the older 3 synchro straight cut close ratio set, as these have proven to be near perfect for road use. The racing 4 synchro straight cut gears being too close.

It is also cheaper as the set utilizes the standard first and reverse gears, these being straight cut as standard. This is called the ‘Clubman’ set. There are 2 sets available, pre A-plus and A-plus, both use the single step layshaft, but only uses one bearing front and rear.

The front bearing is supplied as it is peculiar to the set.

The ‘special tuning’ gear ratio set is available in 3 versions remote type, pre Aplus rod type, and A-plus rod type. There is a different reverse gear for the rod and remote types, all 3 use the single step layshaft.

The ultra close ratio set is available in 4 synchro. It will only fit the A-plus gearbox with large mainshaft pilot bearing and dual step layshaft without any gear case modifications. This is called the Metro

Challenge set. The very low first gear is really designed for rolling starts.

GEAR RATIO COMPARISON

Clubman ‘ST’ Metro

Set Set Challenge

1st gear 2.583

Set

2.544

2.313

2nd gear 1.711

3rd gear 1.250

4th gear 1.0

1.731

1.258

1.0

1.567

1.187

1.0

C-STN38

Clubman gear set, all pre A-Plus.

C-STN39

Clubman gear set, all A-Plus.

C-STR291

Clubman 2nd gear, 26 teeth.

C-STR292

Clubman 3rd gear, 23 teeth.

C-STR293

Clubman 1st motion shaft, 20 teeth.

C-STR294

Clubman laygear, 15-19-23-25 teeth.

C-AJJ4014

Remote type ST ratio gear set.

C-STN76

Rod change ST ratio gear set, pre A-Plus.

C-STN77

Mini Mania

14-35

4-S

YNCHRO

C

ONT

...

C-22A1732

ST 1st motion shaft, pre A+, 19 teeth.

C-22A1732A

ST 1st motion shaft, A+, 19 teeth.

C-22A1733

ST 3rd gear, 22 teeth.

C-22A1734

ST 2nd gear, 25 teeth.

C-22A1735

ST 1st gear, 29 teeth.

C-22A1736

ST reverse gear; remote type, 7 teeth.

C-22A1737

ST laygear, 15-19-23-25 teeth.

C-STR303

ST reverse gear, rod type, 17 teeth.

C-STN160

Metro challenge gear set.

F

IVE

S

PEED

G

EARBOX

Differential Ratio is 3.44, with a resulting overdrive of 3.1 call with your applications

QTY REMARKS

MSG4 5-Speed, std. ratio, helical cut, A-Plus rod-change

MSG5 5-Speed, std. ratio, helical cut, cross-pin diff, rod change

MSG6 5-Speed, close-ratio, helical cut, rod change

MSG7 5-Speed, close-ratio, helical cut, cross-pin diff, rod change

MINI5004 Straight-cut close-ratio 5-Speed, rod change

MIN5001 Close-ratio Dog-Engagement 5-speed, LSD, rod change

Tran-X

Tran-X

Tran-X

Tran-X

Jack Knight

Jack Knight

14-36 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

F

INAL

D

RIVE

G

EARS

PRE A-PLUS FINAL DRIVE GEARS, CASTING NUMBER AS PER PART NUMBER

Crownwheel TEETH RATIO PINION TEETH

22A411

22G940

62

62

3.444

3.647

22A413

22A399

18

17

22A401

22G340

22G101

22G370

22G443

64

63

62

64

65

3.765

3.938

4.133

4.267

4.33

22A399

22G338

22G99

22G99

22G99

17

16

15

15

15

FINAL DRIVE GEARS WITH A-PLUS TEETH ANGLES

Crownwheel TEETH CASTING # RATIO PINION TEETH

DAM3645

DAM3216

65

63

DAM3546

DAM3217

4.333

3.938

DAM3647

DAM3218

15

16

DAM4162

DAM4779

DAM2677

DAM6327

62

64

62

59

DAM4163

DAM4780

DAM2678

DAM6243

3.647

3.765

3.444

3.105

DAM4137

DAM4131

DAM2679

DAM2808

17

17

18

19

DAM2806

DAM5925

TCB10004

61

59

58

DAM2807 3.211

DAM5926 2.95

TCB10005 2.76

DAM2808 19

DAM5927 20

TCC10001 21

NLA

12" Whls

TURBO

998cc Econ.

A-PLUS TYPE PINIONS HAVE BOTH SIDES MACHINED FLAT

Mini Mania

14

14-37

D

ROP

G

EARS

There are a unique seven ratios of straight cut drop gears to replace the standard helical set up, all based around a common idler gear. This superlative new system has been designed and developed by one of the leading high-grade gear manufacturers in England.

Produced to accurate specifications and a high quality of finish, back lash is reduced to a minimum. This vastly reduces the ‘clatter’ experienced when using straight cut drop gears from other manufacturers, also making the gears inherently stronger and more tolerable when used in road cars. The interchangability greatly reduces the cost for racers of having alternative ratios for different circuits - allowing the optimum gear ratios to be used for each circuit without the need for crown wheel and pinion changes.

NOTE: When fitting to 3 synchro boxes, spacer no. C-STR239 is required for the input gear.

Number Of Teeth

Ratio Primary Idler

Input

Gear Gear

Gear

1-1

1-1

24

23

1.0416-1 24

1.0434-1 23

1.045-1 22

1.0869-1 23

1.09-1

0.958-1

22

24

30

30

30

30

30

30

30

30

24

23*

25

24

23*

25

24

23*

*The 23 tooth input gear is extra strong for engines developing high torque/power figures.

C-STR124

24 tooth 1300 type primary gear.

C-STR224

24 tooth 998 type primary gear.

C-STR123

23 tooth 1300 type primary gear.

C-STR223

23 tooth 998 type primary gear.

C-STR122

22 tooth 1300cc type primary gear.

C-STR222

22 tooth 998cc type primary gear.

C-STR30

30 tooth idler gear - pre A-Plus 3/4" shaft.

C-STR30A

30 tooth idler gear - A+ 7/8" shaft.

C-STR30Timpken

30 tooth idler gear assembly for taper roller bearing conversion.

C-JKT1000

Taper roller bearing conversion, pre ‘A’ plus

C-JKT1000A

Taper roller bearing conversion, A-Plus

C-STR230

23 tooth extra strong input gear.

C-STR240

24 tooth input gear.

C-STR250

25 tooth input gear.

14-38 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

We can also supply replacement gears for the original ST profiled tooth type, in three ratios, adopted by other manufacturers. The interchangability of the ratios available are restrictive, only one alternative ratio being easily swapped, by changing the primary gear (1.043).

The third being a completely different set of gears. A taper roller bearing conversion is available, but only for pre A-

Plus, small bearing casings.

Number Of Teeth

Ratio Primary Idler

Input

Gear Gear

1-1

1.043-1

1.087-1

24

23

23

31

31

30

Gear

24

24

25

JACK KNIGHT

JK-1.1

1.1 straight cut drop gear set.

JK-1.04

1.043 straight cut drop gear set.

JK-1.08

1.087 straight cut drop gear set.

JK-1.1P

24 tooth primary gear.

JK-1.04P

23 tooth primary gear.

JK-TT

Taper roller idler gear conversion.

C-JKT1001

24 tooth 1275 primary gear 1.1 ratio

C-JKT1002

23 tooth 1275 primary gear 1.043/4 ratio

C-JKT1003

23 tooth 1275 primary gear 1.087 ratio

C-JKT1004

31 tooth idler gear pre ‘A’ plus

C-JKT1004A

31 tooth idler gear pre ‘A’ plus

C-JKT1005

31 tooth idler gear for taper roller bearing kit

C-JKT1006

30 tooth idler gear pre ‘A’ plus.

C-JKT1006A

30 tooth idler gear ‘A’ plus.

C-JKT1007

30 tooth idler for taper roller bearing kit,

1.087 only.

C-JKT1008

24 tooth input gear

C-JKT1009

25 tooth input gear 1.087 only.

C-JKT1000

Taper roller bearing conversion pre A-

Plus

C-JKT1000A

Tapper roller bearing conversion A-

Plus

Note: for pin type idler gears, state whether for A-Plus or pre A-Plus when ordering. A-

Plus has 7/8" diameter pin, pre A-Plus has

3/4" pin.

Mini Mania

14

14-39

T

RANSMISSION

T

RANSISION

Research, development and production of new and alternative products for the

A-Series goes on unabated at Mini

Spares. Not only in the never ending quest for more power from the evergreen engine, but also in the components around it to usefully and reliably transmit that power to “terra-firma”.

The past 12 months has seen Mini

Spares involved in much research and development in the gearbox department, trying to solve reliability, quality, and power transmission problems.

Current standard baulk rings produced in sintered metal are not man enough to deal with the demands of performance usage, in many instances only lasting one race before failure. The main reason is the incompatibility of the material specification with the usage to which it is being put. Basically it is too brittle.

Mini Spares’ competition baulk ring is cast in a very high quality, high tensile manganese bronze alloy, then finish machined by hand to give an exact fit on the baulk ring cone. This provides an exceptionally strong, wear resistant ring.

The next component that came under scrutiny was the diff pin - an item that causes frequent distress amongst those with powerful road cars, auto testers, and all manner of racing where a standard diff has to be used. BL changed the pin a few times over the years, but made apparently little difference, especially to the modified market.

In-depth analysis over a couple of months accumulated the contributing factors to the horrendous wear rates and failures, enabling Mini Spares to produce a new generation pin that would

14-40 all but eradicate the aforementioned problems. Production tolerances are tied down to exacting specifications, and material type upgraded, as was the heat-treatment.

Planet wheel contact area is increased as is the core strength of the pin, combining with the finer finish ground surface to give a very tough and hard wearing component.

Layshafts have been giving more than their fair share of aggravation over the past couple of years. Basically it is just a case of cheap engineering - shafts produced down to a price rather than reasonable quality. The use of cheap materials, rapidly machined, then poorly heat treated results in a shaft that wears rapidly due not only to poor surface finish but also because of shaft flexing. The Mini Spares layshafts are produced as a precision component from high grade materials and meticulous attention to the heat treatment and finish grinding, thus providing a stronger, straighter, more resilient shaft. These are available for 3 and 4 syncro boxes, both single and dual step types.

C-22A1740

Competition baulk ring.

C-BTA166

Super strength diff pin.

C-22A1731

3 synchro hi-grade layshaft.

C-22A1738

4 synchro hi-grade layshaft single step pre A-Plus.

C-22A1739

4 synchro hi-grade layshaft dual step

A-Plus.

www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

ENTER

O

IL

P

ICK

-

UP

To ensure an uninterrupted supply of oil to the engine during high rpm and hard cornering it is imperative to fit a center oil pick up pipe.

This draws oil from a centralized position at the lowest point of the gearbox, therefore avoiding aeration caused by surge. We have designed our pick up to use the finest screen possible without r e d u c i n g m a x i m u m oil flow. This greatly reduces oil pump and engine damage caused by foreign particles sucked up by the pick up pipe.

The original type of screen was too open, allowing an alarming amount of debris to be circulated.

An extended magnetic drain plug is also available.

DP1

Extended magnetic drain plug.

C-AHT54

Center oil pick up pipe. Fits all boxes although slight alteration may be needed due to inconsistent casting of the casings.

Q

UICK

S

HIFT

K

ITS

A recent development is the quick shift gear lever kit. It has been designed to reduce the overall gear lever ratio from

8 to 1 to 4 to 1, thereby reducing the distance the lever has to be moved for gear selection.

C-22A1750

Quick shift gear change kit for remote type gear lever.

C-22A1751

Quick shift gear change kit for rod type gear lever.

Mini Mania

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14-41

L

IMITED

S

LIP

Reproduction parts include the ‘S’ type diff side plate, essential when using the

Hardy Spicier type coupling, and the studs that fit the output shaft flange. A bonus is that Mini Spares also produce the ‘S’ side plate with the extra “ear” for use in rod-change type gear boxes, making use of LSD’s in rod-change boxes a great deal easier.

C-AJJ3387

Tarmac/race setting Limited slip.

C-AJJ3387A

Rally/autocross setting Limited Slip.

22G419

‘S’ Diff side plate - state whether for remote or rod type gear box.

22A1139

Output flange stud.

Mini Spares are the main stockist of the excellent Tran-X Limited Slip differential. Basically a clutch type diff it is a

1950’s idea incorporating 1990’s technology and is much more refined than previous plate type diffs. Fine engineering and design allows variations in static pre-load, percentage torque transfer, and acceleration/deceleration action to be made. This facilitates tuning of the diff to suit individual requirements and applications - be it road, rally or race. Unlike most other diff units, the Tran-X diff can be fitted with the minimum of casing modifications. All components necessary to fit an LSD unit are stocked, as is a wide range of crown wheels and pinions giving final drive ratios from 3.44

to 4.67.

C-AJJ3387B

Road setting Limited Slip.

C-BTA1262

Hardy Spicer coupling type output shaft.

C-BTA1263

Inboard CV joint type output shaft.

C-BTA1243

Spacer washer for C-BTA1262.

CCN122

Retaining circlip for C-BTA1262.

DIFF RATIOS AVAILABLE FOR

L.S.D.

SEMI-HELICAL

C-BTA1250 3.44 Crown wheel & pinion

C-BTA1248 3.76 Crown wheel & pinion

C-BTA1252 3.9 Crown wheel & pinion

C-BTA1246 4.1 Crown wheel & pinion

C-BTA1251 4.23 Crown wheel & pinion

C-BTA1249 4.3 Crown wheel & pinion

C-BTA1253 4.67 Crown wheel & pinion

It is highly recommended to use a full track, steel cage bearing when using the LSD unit. These provide better location of the diff in the housing.

An information sheet on how a limited slip differential works and specific settings data is available on request.

14-42 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

DIFF RATIOS AVAILABLE FOR

STANDARD DIFF ASSEMBLY

HELICAL TYPE

PRE ‘ A’ PLUS GEARS

Ratio Crown Whl Teeth Pinon Teeth

3.647

22G940 62 22A399 17

3.444

22A411 62 22A413 18

3.765

22A401 64 22A399 17

3.938

22G340 63 22G338 16

4.133

22G101 62 22G99 15

4.267

22G370 64 22G99 15

4.350

22G443 65 22G99 15

‘A’ PLUS GEARS

Ratio Crown Whl Teeth Pinon Teeth

3.647

DAM4162 62 DAM4137 17

3.765

DAM4779 64 DAM4131 17

3.444

DAM3216 62 DAM2679 18

3.938

DAM3216 63 DAM3218 16

3.105

DAM6327 59 DAM2808 19

3.210

DAM2806 61 DAM2808 19

2.950

DAM5925 59 DAM5927 20

4.133

DAM3645 65 DAM3647 15

The crown wheels are usually stamped with the part number and often the number of teeth for that crown and pinon,

(ie 22A411 will be marked with that number and 18/62). The pinons are not marked in anyway, but note some crown wheels and pinons have the same number of teeth, but the tooth pitch and overall diameters vary. It is absolutely imperative that the correct pair of gears are used to avoid considerable damage.

C

ROSS

-P

C-AJJ3386

IN

D

IFF

.

The ultimate in reliablity for street and race use. Twice the strength of a stock differential. Contains four spider gears and two cross pins. The greater number of gears means greater reliability since each gear only takes on 1/4 of the load instead of 1/2. The outer cage is also made from billet steel instead of cast. The cross-pin differentials also use stock crown wheels and outputs shafts (not included).

C-AJJ3385

C-AJJ3387

Road-Duty Cross-Pin Bullet differential assembly

DIFF RATIOS AVAILABLE FOR

STANDARD DIFF ASSEMBLY

SEMI HELICAL

JK-4.3CWP

4.3 Crown wheel and pinion.

JK-4.5CWP

4.5 Crown wheel and pinion - straight cut only.

JK-4.6CWP

4.67 Crown wheel and pinion.

Mini Mania

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D

RIVE

S

HAFTS

Mini Spares actually reproduce the ‘S’ drive shaft but in a slightly higher specification material.

Even these are not strong enough to cope with power outputs being achieved - a problem magnified when used in autocross, rally cross, and rallying. To combat this, Mini

Spares stocks two other specifications of drive shafts. Firstly, a competition steel shaft is available to suit both coupling or pot joint type applications utilizing standard

Mini or S CV joints. Then a pair of supercompetition extra thick shafts that are only made for coupling type applications and using a bigger CV joint negates the requirement of any spacers, it all fits straight into a Mini hub. This set up is literally unbreakable. Both types of shaft are guaranteed for 6 months of competition use.

27H4775

‘S’ drive shaft right hand (long).

27H4776

‘S’ driveshaft left hand (short).

MS1248

Pot joint drive shaft, right hand in EN24W

(right hand).

MS1249

Pot joint drive shaft, left hand in EN24W

(left hand).

C-BTA1265

Coupling type super steel driveshafts

C-BTA1264

Inboard CV type super steel driveshafts

(pair).

QL5000

This is an uprated needle roller and nylon driveshaft coupling to replace the standard rubber ‘cross’. This is a relatively strong coupling, and has proved very reliable in racing with out-puts up to 110 bhp, where a standard type diff assembly has to be used.

C-BTA1266

Super competition steel driveshafts

37H7869

Large CV joint.

GSV1186

Large CV joint boot.

14-44 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

OOLING

S

YSTEM

heater if used, or the bottom hose. Ensure that it is correctly plumbed in, the water out of the head needs to pass down the BACK of the auxiliary radiator and out of the FRONT.

If this is not done, then all you are doing is passing hot air across the water returning to the engine - therefore defeating the object of the exercise.

One side effect of uprating an engine to increase power output, or even economy, is that extra heat is generated. Unfortunately the standard radiator is only just sufficient to cool the unmodified engine. Early Minis had a 3 core radiator with 13 gills per inch. When the Cooper S was introduced, the number of gills were increased to 16 gills per inch in an effort to increase the cooling capability. This only just contained the extra heat generated by the higher power output, and soon overheated in traffic jams.

This S specification radiator was fitted to all Minis as standard when the A-

Plus engine was introduced in 1980 as they used high compression ratios - once again the by-product being extra heat.

Removal of the thermostat also helps to reduce engine temperature, however a thermostat blanking sleeve needs to be fitted to retain correct water circulation around the entire head. Failure to do so will cause overheating around 3 and 4 combustion chambers

- with obviously disastrous results.

If the blanking sleeve is used, it is necessary to blank off the by pass hose between head and water pump. The ideal temperature commensurate with optimum power output is 65-70°C.

ARP2000

‘S’ Specification radiator.

C-ARA4444

4 core high capacity radiator.

C-ARA4442

"Super 2-Core" radiator, fits all applications with no modification to inner fender panel.

The situation obviously becomes a great deal worse with highly modified road, rally and race engines.

C-AJJ4011

Auxiliary radiator (heater matrix).

The basic problem is the lack of water capacity. To this end we have specially produced a radiator that has 4 cores in it, with larger header tanks. This increases the water capacity by just over

27%, and actually increases cooling efficiency by some 35%. The overall dimensions are made to fit the standard cowling, the extra depth being towards the inner wing.

If this is still insufficient on very highly tuned engines, especially large capacity engines, then it will be necessary to fit an auxiliary radiator - a heater matrix being the common choice.

This should be plumbed in from the heater outlet and returned to either the interior

11G176

Thermostat blanking sleeve.

GTS102

74°C thermostat (165°F).

GTS104

82°C thermostat (180°F).

GTS106

88°C thermostat (192°F).

Mini Mania

14

14-45

C

OOLING

S

YSTEM

12G617

‘S’ radiator top bracket. Required when fitting 1300 based engines in the Mini,

(not Clubman).

GRH247

Top hose required when fitting 1300 type engine in a Mini, (not Clubman).

To further assist cooling, there are a variety of fan types. The 11 blade plastic fan is pretty efficient, especially where a lot of low speed urban driving is done, as it passes a fairly high volume of air through the radiator. This can become more obstructive at higher road speeds, therefore less efficient. A more efficient type is the metal 6 bladed ‘tropical’ or export fan. This is exceptionally good all around as it’s impedance of air flow through the radiator at high road speeds is greatly reduced. Unfortunately it is a little noisier than the 11 blade plastic fan. For fast road use, the 4 blade fan appears best, but is somewhat noisy.

This is made up of two 2 blade fans.

For race use a 2 blade fan helps cool the engine until on the move, and does not impede air flow at high speed to any noticeable degree.

Use of a high capacity alloy water pump helps to reduce the occurrence of cavitation in the water jacket, particularly at high rpm as well as circulating a greater volume of water. Further reduction in cavitation is achieved by using a large diameter water pump pulley as originally fitted to the ‘S’, and reintroduced on the

A-Plus engines. It is necessary to check clearance between it and the cylinder head as if a lot of material has been machined from the head face it may foul the pulley. It is not possible to use this on small bore engines when a

12G940 head casting is used.

If the

12G940 head is fitted to a small bore engine, it is necessary to modify the top edge of the water pump otherwise the head will sit on this and not seal properly. Look to get at least a 1/16" gap.

12G2129

11 blade plastic fan.

2A998

6 blade metal tropical fan.

2A997

2 blade metal fan - two of these make a four blade fan.

GWP134

High capacity alloy water pump - with by pass hose take off.

GWP154

High capacity alloy water pump - no by pass hose take off.

CAM6408

Large diameter water pump pulley.

12A667

Cooper S large diameter cast water pump pulley

GCB10838

Fan belt alternator and large water pump pulley.

GCB10725

Fan belt when no charging system used and large pulley.

C-AEA539

Fan belt when no charging system used, standard water pump pulley.

14-46 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

C

OOLING

S

YSTEM

Alternative ancillary drive systems are available. For race use where the alternator is not used there is a toothed belt drive system with large diameter or standard diameter pump pulley that eliminates problems caused by conventional belts being turned or thrown through misalignment. The crank pulley is made to take the separate damper ring from the ‘S’. A tooth belt drive kit for the alternator is also available with an oversized alternator pulley for the standard size tooth belt water pump drive. Running a secondary belt from the water pump pulley to the alternator ensures that if the charging system belt goes, the car can still be driven. For improved drive for fast road applications where an alternator is used, a ‘poly V’ system is available. This is the latest design of ancillary drive fitted to most modern production cars.

C-AEA534

Comprises large diameter toothed belt water pump drive system. Water pump pulley, crank pulley and belt.

C-AEA533

Spare belt for C-AEA534.

C-AEA536

Comprises toothed belt water pump only drive system. Water pump gear, crank gear, and drive belt.

C-AEA537

Spare toothed belt for C-AEA536.

C-AEA536A

Comprises toothed belt alternator drive for use with C-AEA536, large diameter alternator pulley and belt.

C-AEA537A

Spare toothed belt for C-AEA536A.

C-AEA532

Spare toothed belt for C-AEA536A when used with C-AEA534.

C-AEA538

Poly V drive system. Water pump pulley, alternator pulley, new crank damper pulley and drive belt.

C-AEA540

Spare V belt for C-AEA538.

A large diameter alloy dynamo/alternator ‘V’ pulley is available for reducing the speed of the charging system to prevent over charging.

C-AEA535

Large dynamo/alternator ‘V’ pulley.

An electric, thermostatically controlled fan kit is available to supplement the standard fan for highly modified cars being used mainly in urban or heavy traffic situations.

430-380

Mini Mania electric fan kit.

Mini Mania

14

14-47

14-48 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

M

I

NLET

-

ANIFOLDS

Following the enormous success of our

SU inlet manifolds, further development has recently encompassed a detailed look at the manifolds available for side draught carbs.

The steel inlet manifolds available have long been acclaimed the very best, outperforming all the alloy types by far. Unfortunately this includes the price!

After flow-testing a number of randomly picked steel manifolds, the results showed that as a rule they did not meet their expectations and varied - considerably in some cases - from one port to the other on the same manifolds. Despite this they were still superior to the other manifolds available.

Having set a base-line of data we have designed an alloy manifold that out-flows the steel ones, is extremely consistent port to port, and greatly reduces portbiasing of the mixture. The results were as follows:-

Steel Mini Spares

3.75" 116.2

116.8

6.00" 116.6

117.4

Tested by Mike Parry at Race Techniques at 25" pressure drop. Bare head used flowed 124CFM.

The manifolds tested were all unsettled, in fact the alloy ones were straight out of the casting box. Mike tidied up very slightly the short manifold to see what happened, and the flow went up to

117.2CFM. That is another benefit of the alloy manifold, there is scope for modifications to increase flow even further. We expect the flow figures to be higher on the finish machined manifolds.

The manifolds come complete with rose jointed linkage mounted directly to the manifold to eliminate flexing.

CAST MANIFOLDS:

C-AHT772

3.75" Long 40/45/48 DCOE/DHLA.

C-AHT773

5.00" Long 40/45/48 DCOE/DHLA.

C-AHT774

6.00" Long 40/45/48 DCOE/DHLA.

l

Maniflow Tubular Steel manifolds:

C-AHT775

Split Weber manifolds, 3 3/4" long, upswept.

C-AHT776

45 DCOE/DHLA, 5" long.

C-AHT776A

45 DCOE/DHLA, 7" long.

C-AHT777

45 DCOE/DHLA, 3-1/2” long.

C-AHT778

48 DCOE/DHLA, 3-1/2” long.

C-AHT779

48 DCOE/DHLA, 5" long.

C-AHT780

48 DCOE/DHLA, 7" long.

C-AEG490

HS4/6 twin SU manifold. Narrow balance pipe.

Mini Mania

14

14-49

M

I

NLET

ANIFOLDS

-

C

ONT

.

The twin SU manifolds have been carefully produced to minimize cross-portflow interference caused by the balance tube, and have good radiuses in all the right places. Further blending can be carried out if required, but leave a ground finish to promote, fuel atomization. DO

NOT POLISH!

C-AEG488

Twin H2/HS2/ H4 Manifold.

C-AEG489

Twin HS4/ HS6 Manifold.

D

OWNPIPES

1990-

ON

Mini Spares has produced a range of cast alloy manifolds for the many SU applications covering the A-Series. The single SU manifolds are developed to give maximum airflow and gas speed yet fit all engines even if the standard air cleaner set up is used -without requiring massive bulkhead alterations and speedo cable re-routing.

The as-cast finish provides maximum fuel atomization.

C-AHT770

Takes 1 1/2" and 1 3/4" carbs, HS or HIF type. Medium sized port runners suit all small bore engines irrespective of state of tune, and large bore engines up to fast road spec (dependent on head inlet port size).

These downpipes fit original cast iron exhaust manifolds 1990-on allowing you fit an RC-40 exhaust system.

C-AEG367

Fits New Cooper fitted with HIF6 carburetor, twin outlet cast exhaust. Use when eliminating catalyst.

C-AHT771

Takes 1 1/2" and 1 3/4" carbs, HS or HIF type. Really designed for 1 3/4". It has large port runners for use on extensively modified heads on big bore engines

(1380cc and over).

C-AEG370

Same as above, but has necessary fitting for retaining catalyst.

C-AEG372

Downpipe for fuel injected cars to fit

RC-40. Flange fitting.

Both have water heating facility ( 1/2" tube).

12G1405

14-50

Servo adapter.

C-AEG375

Intermediate pipe to be used in conjunction with C-AEG375 to retain catalyst.

www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

E

XHAUST

H

EADERS

Ease of fitting, high production quality combined with maximum flow for power make the MANIFLOW exhaust manifolds unbeatable value.

C-STR816

Cooper freeflow. Extremely good all round road manifold. Tends to be quieter than

LCB, and is easier to seal.

C-STR817

Small bore LCB, ideal for 850/

998/1098, 1 3/8" ID / 1 1/2" OD tail pipe.

C-AEG365

Medium bore LCB, excellent all round for almost all road application including well tuned fast road 998’s etc. Gives good results on 998 racers. 1 5/8"

ID / 1 3/4" OD tail pipe.

C-AHT289

Large bore LCB. For big engines and race big bore applications. 1 7/8" ID / 2" OD tail pipe.

C-AHT197

Replacement Y piece for C-

AEG365.

C-AHT198

Replacement Y piece for C-AHT289.

C-STR340

Small bore 3 into 1. Best manifold to use if maximum economy is sought. Gives very good mid range torque on 1275’s.

Has flat clamps to seal down pipes into collector so is suitable for road use. Outside pipes 1 1/8" ID, Center pipe 1 1/4" ID, Tail pipe 1 3/4"

ID / 1 7/8" OD.

C-STR332

Medium bore 3 into 1. For race application only. Gives best results when cams with over

300° duration are used in 1275 and standard oversized engines.

Outside pipe 1 1/4", center 1 3/

8", tail pipe 1 3/4" ID / 1 7/8" OD.

C-STR336

Large bore 3 into 1. Really only gives positive results on big bore engines

(1380cc plus) especially where long duration cams are used - in excess of 305°. Outside pipe 1

3/8", center pipe 1 1/2", tail pipe

1 7/8" ID / 2" OD.

NOTE:

All road exhaust manifolds come with manifold to gearbox steady bracket. This

MUST be fitted, otherwise premature breakage will occur due to engine rock.

BudgetLCB

Less expensive reproduction of the LCB, NOT made by

Maniflow.

Mini Mania

14

14-51

.

RC-40

E

XHAUST

S

YSTEMS

There are a very limited number of exhaust systems that actually produce more power, yet remain at a civilized noise level. Beware of poor imitations.

RC40

The original and genuine RC-40, designed by Competition Silencers, and acclaimed by David Vizard as THE Mini system. Twin box, uses standard hanging points, and is unobtrusive. No power loss on engines up to 125 bhp. Mild steel with chrome tip.

RC40FK

Fitting kit including new rubber mounts.

C-STR809

Straight through single rear box of

RC40 system. Produces a good throaty sound, yet still performs well. Fit with

AN180V down pipe.

AN180V

Down pipe from manifold to silencer box, 1 3/4" ID.

RC40-057

Intermediate pipe for fitting C-STR809 single box to catalyst fitted as standard on post 1990 cars.

14-52 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

RC-40 M

ILLENNIUM

E

XHAUST

S

YSTEMS

The Millenium Range of RC-40 exhaust system maintains the optimum 1.75" pipe

.

diameter for maximum performance and efficienct. But they're now available in a variety of tailpipe sizes and styles. also available in stainless steel or mild steel with stainless internal pipe. Order connector pipe seperately, with intermediate muffler for quieter twin-box system.

RC40-051

Standard exit, standard bore tailpipe, stainless steel

RC40-052

Standard exit, DTM style, 2" tailpipe, stainless steel

RC40-053

Standard exit, single 2-1/4" tailpipe, stainless steel

RC40-010

Standard exit, single 2-1/4" tailpipe, mild steel

RC-40-054

Center exit, standard bore tailpipe, stainless steel.

RC40-011

Center exit, standard bore,mild steel

RC40-056

Center exit, large bore, stainless steel

RC40-012

Center exit, large bore, mild steel

RC40-055

Center exit, DTM style, stainless steel

RC40-059

Pipe from C-AEG365 LCB to rear Muffler, stainless steel

RC40-061

Pipe with muffler, from C-AEG365 LCB to rear muffler, stainless steel

RC40-014

Pipe with muffler, from C-AEG365 LCB to rear muffler, mild steel.

RC40-058

Pipe from C-STR816 Freeflow header to rear muffler, stainless steel

RC40-060

Pipe with muffler, from C-STR816 freeflow header to rear muffler, stainless steel

RC40-013

Pipe with muffler, from C-STR816 Freeflow header to rear muffler, mild steel

RC40-057

Pipe from catalyst to rear muffler.

stainless steel

RC40-062

Pipe with muffler from catalyst to rear muffler, stainless steel

14

Mini Mania

14-53

M

ANIFLOW

E

XHAUST

S

YSTEMS

C-ARA332

1.75" bore twin box, center exit exhaust system. Fits directly to Maniflow standard bore LCB.

C-ARA336

1.75" bore twin box, rear side exit exhaust system.

C-ARA339

1-3/4" twin box system for Van, Pick-

Up, Wagon

C-ARA336

1.75" win-box exhaust system "cat back" system fot catalyst equipped cars.

Side exit.

C-ARA334

2" bore twin box exhaust system.

Rear side exit in the standard position.

If the 1.75" bore of the RC-40 isn't enough and you want to make it better, and louder, this 2" Maniflow system is for you. Very high quality, with skid platse on the bottom of the mufflers and gusseted pipes. Requires use of large bore

LCB or 3-1 header. Recommended for

1380s or screaming 1275s.

C-ARA333

2" bore single box exhaust sytem, rear side exit exhaust system.

C-ARA335

2" bore twin box system. Center exit

This Maniflow exhaust system has the qualities you want: warm mellow sound, great looking center exit, bolts directly to the large bore LCB or 3-1 header.

14-54 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

One of t h e common problems w h e r e sidedraft carbs are involved is the choice of carb size in the first place and c h o k e size in the second. The trick with carb sizing and choke selection is basically one of choosing a size which provides the engine with the airflow it needs without going over the top.

Although carb selection should really be done only after you know the flow characteristics of your cylinder head, we can provide the following guidelines: If the choke size required for your engine is less than 35mm you should be using a 40DCOE, for all choke sizes of 36mm or larger a 45DCOE should be used. NOTE: a 40DCOE with 32mm chokes will flow more air than a 45DCOE with the same chokes! A 948cc with modified cylinder head, semi-race camshaft and LCB exhaust typically uses a choke size of 33mm, a 1098cc with the same set-up uses 34mm chokes and even a stock 1275cc still only needs a

35mm choke; all of these engines should use a 40DCOE. A full race/street 1098cc can use between a 32 & 36mm choke.

A highly modified street/race 1275cc could use as much as a 38mm choke.

40DCOE

Side draft Weber

Carb only

45DCOE

Side draft

Weber Carb only

P5-001

40DCOE side draft Weber carb kit with manifold, carb, air filter & linkage.

P5-002

45DCOE side draft Weber carb kit with manifold, carb, air filter & linkage.

PM3714

Top mounting, dual spring, dual cable, cam action throttle linkage kit.

PM3715

Bottom mounting, dual spring, dual cable, cam action throttle linkage kit.

92.3246-05

Tune-up Kit for 45 DCOE Weber Carb.

92.0015-05

Tune-up Kit for DCOE Weber Carb.

The DGV Carb is a two barrel progressive linkage downdraft carb that is perfect for any street application. The progressive linkage assures both performance and economy. A big improvement over any stock carb and it is available with either a manual or electric choke.

P4-004

32/36 DGV carb with 32mm choke on primary and 36mm on secondary.

Complete kit includes manifold, carb, linkage and air filter.

72303

Basic part number for chokes in 40 DCOE carb, sizes from 26mm to 36mm

72110

Basic part number for chokes in 45 DCOE carb, sizes from 30mm to 40mm

14

Mini Mania

14-55

W

EBER

DGV P

ARTS

14-56 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

WEBER DGV P

ARTS

L

IST

Die.

Qty.

No.

Req’d Description

Part Die. Oty.

Number No. Req’d Description

Part

Number

1 1 Carburetor Cover Assy. Incliuding 31716.132 44 1 Spring For Choke Lever

2 4 -Stud Bolt

3 6 Carb. Cover Fixing Screw

4 1 Choke Shaft & Lever Assy.

5

6

7

8

9

10

2

1

1

1

1

1

Choke Valve

Split Pin

Choke Rod

Dust Seal Plug

Dust Seal Plate

Strainer Inspection Plug

64955.002 45

64700.001 46

10020.222 47

1

1

1

Bushing For Choke Lever

Choke Lever Fixing Screw

Square Lever Fixing Screw

47610.058

12775.010

64700.012

64700.012

12775.010

64010.007 48

32610.005 49

61267.008

61070.002 50

1 Bushing For Square Lever

1 Fast Idle Control Square

1

Lever Assy.

Split Pin

45096.025

32610.005

52135.010 51 1 Spring For Square Lever 47610.033

61002.018 52 1 Primary Throttle Adjusting Screw 64625.017

11 1 Strainer Assy.

12 4 Choke Plates Fixing Screw

13 1 Carb. Cover Gasket

14 1 Carb. Power Valve Assy.

15

16

17

18

19

20

21

22

23

24

24A 1

25

26

27

26

28

1

3

3

1

1

1

1

1

1

1

4

4

1

1

1

Float Fixing Pin

Control Valve Retaining screw

Washer For Control Valve Screw

Needle Valve Gasket

Needle Valve Assy.

Float Assy.

Full Power Needle Valve Assy.

Power Valve Gasket

Pump Discharge Blanking Needle

Primary Main Jet

Secondary Main Jet

Shaft Retaining Bush

Bush Retaining Spring

Secondary Throttle Valve

Secondary Shaft

Secondary Shaft Assy. Oversize

37022.010 53 1 Spring for Throttle Adjusting

64525.003

Screw 47600.007

41705.035 54 1 Secondary Throttle Adjusting

57604.052

Screw

52000.015 55 1 Fast Idling Control Rod

64700.007 56

41535.015 58

79519* 59 2 Washer For Loose Lever

41030.019 60

41530.013 62

64900.001 63 1 Throttle Valve Control Lever

73801*

73801*

84

12750.085 66

47600.027 67 1 Loose Lever Assy.

64005.034 68

10016.477 70

10015.493 71

1

1

1

1

1

1

1

1

Idle Adjusting Screw

55510.038 57 1 Spring For Idle Adjusting Screw

Primary Throttle Control Lever

Fast Idling Loose Lever

64235.016 61 1 Washer Wave

Bushing For Loose Lever

Spring For Loose Lever

65 1 Throttle Shaft Fixing Nut

Lock Washer

Secondary Schaft Fixing Nut

10015.492 69 1 Spring Washer

Washer For Loose Lever

84595.005

61280.086

64750.025

47600.007

45046.020

55510.061

45067.024

55530.002

12775.006

45136.029

47605.010

34715.014

55520.002

45069.011

34705.001

55525.001

55510.046

1 Secondary Throttle Control Lever 45032.124

29 1 Primary Shaft

29 1 Primary Shaft Assy. Oversize

30 1 Primary Throttle Valve

31 4 Throttle Plates Fixing Screw

10016.476 72

84005.090 73

84520.023 74

47610.079 75

1

1

1

1

Carburetor Body

Sheath Support Assy. InAuding

— Sheath Support

— Sheath Securing Plate

Not Serviced

58702.024

58700.028

52145.001

32 1 Shaft Return Spring

33 1 Spacer

34 1 Accel. Pump Cover Assy.

35 4 Pump Cover Fixing Screw

12765.047 76

32486037 77

64700.006 78

1

1

1

— Sheath Plate Fixing Screw

Sheath Support Fixing Screw

Primary Emulsioning Tube

47407.355 78A 1 Secondary Emulsioning Tube

64615.007

64700.012

61440.216

61440.211

36 1 Accel. Pump Diaphragm Assy

37 1 Pump Loading Spring

38 1 Primary Idle Jet

38A 2 Secondary Idle Jet

47600.092 79

74403*

74403*

79A 1

1 Primary Air Corrector Jeft

Secondary Air Corrector Jet

80 2 Pump Jet Gasket

41565.002 81 1 Accel. Pump Jet

77201*

77201*

41540.014

76226* 39 2 Gasket For Idling Jet Holder

40 2 Idling Jet Holder

41 1 Choke Control Lever Assy.

Including

42

43

1

1

— Lever

— Screw Securing Wire

52570.006 82

45202.064

45202.056

64615.004

1 Pump Delivery Valve Assy.

83 1 Auxiliary Venturi

64290.017

71111*

14

Mini Mania

14-57

W

EBER

DCOE P

ARTS

14-58 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

Dia. Qty.

No. Rec'd Description

Part

Number

1

2

3

4

5

6

7

8

9

10 it

12

13

1

5

1

5

1

1

2

2

2

2

2

2

1

14A 2

14B 2

14C 2

Jet Cover

Cover Screw

Gasket

Washer

Carb Top Cover

Carb Cover Gasket

Emulsion Tube Holder

Air Corrector Jet

Idle Jet Holder

Emulsion Tube

Idle Jet

Main Jet

Plate

Choke Tube 40 DCOE

Choke Tube 42 DCOE

Choke Tube 45 DCOE

32376.003

64700.001

1550.002

55510.034

31734.025

41715.011

52580.001

77401*

41B 1

41C 1

42

43

2

2

44

45

2

46 1

47A 1

52385.006

61450*

47B 1

48 1

74800 Series 48

73401* 52

1

1

52130.003

72303*

72304*

72110*

52A

53

53

54

55

1

1

1

1

1

15A 2 Auxiliary Venturi 45 DCOE

15B 2 Auxiliary Venturi 45 DCOE

15C 2 Auxiliary Venturi 42 DCOE

15D 2 Auxiliary Venturi 40 DCOE

15E 2 Auxiliory Venturi 40 DCOE

1SF 2 Auxiliary Venturi Extended

16 2 Dust Cover

17 2

18 2 Retaining Cover

19A 1

With Air Horns

Without Air Horns

With Air Horns

With Air Horns

Without Air Horns

Type 40 DCOE With Air Horns

Spring

Throttle Lever

19B 1 Throttle Lever For Use With

92 & 93

69602*

69904*

70002

70003*

70001*

70005*

41570.001

47600.063

58000.007

45034.044

190 1 Throttle Lever For Use With 94 45034.084

56

57

58

59

60

61

62

63

64

65

6

67

68

2

1

1

1

2

1

1

1

2

2

2

2

1

69A 2

69B 2

69C

45048.005

69D 2

70 2

2

20 1 Spring

21 1 Throttle Screw

47600.007

64590.002

71

72 2

2

22 4 Locking Screw

22A 2 Locking Plate

23 1 Spring Washer

24 1 Nut

64840.003

52155.003

55525.002

34705.004

73

74

75

76

1

2

2

2

25A 4 Locking Plate 45 DCOE

25B 4 Locking Plate 42 DCOE

25C 4 Locking Plate 40 DCOE

26 1 Stud

27 2 Lock Washer

28 2 Shaft Nut

29 1 Gasket

30 1 Bottom Bowl Cover

31 1 Carburetor Body

32 1 Spring Anchor Plate

33 1 Throttle Return Spr~ng

52150.004

52150.005

52150.012

64955.104

34710.003

41640.001

32374.008

Not Serviced

52210.006

47605*

77

78

79

80

55520.004

81

82

83

84

85A

85B

85C

1

1

1

1

1

2

1

2

2

1

1

34 1 Pin

35 1 Pump Control Lever

.36

1 Stud

37 1 Stud

38 2 Throttle Shaft Bearing

39 4 Throttle Plate Screw

40A 2 Throttle Plate 40 DCOE

40B 2 Throttle Plate 42 DCOE

40C 2 Throttle Plate 45 DCOE

Except 15/16

40D 2 Throttle Plate 45 DCOE 15/16

41A 1 Throttle Shaft 40 DCOE

58445.001

45082.005

64955.007

64955.101

32650.001

64570.006

64005.059

64005.067

89

90

91

92

50

86

87

88

64005.069

93

64005.084

94

10005.401

85D 1

1

1

1

1

1

1

1

1

1

1

Mini Mania

Dia.

Qty.

Part

No.

Rec'd.

Description

Throttle Shaft 42 DC0E

Throttle Shaft 45 DCOE

Cold Start Fixing Screw

Flat Washer

Flat Fixing Screw

Plate

Gasket

Cold Start Unit L/H

Alt. Cold Start Unit R/H

Lever Assy. L/H Unit

Lever Assy. R/H Unit

Nut

Washer

Return Spring UN Unit

Return Spring R(H Unit

Cold Start Unit Body

Shaft

Number

10005.423

10005.426

64700.004

55510.038

64570.009

52135.002

41640.021

32556.002

32556.004

45027.030

45027.037

34715.010

55525.010

47610.006

47610.042

Not Service

Not Service

Filter Screen

Fixing Bolt

Shaft Washer

Start Valve

Starter Valve Spring

Spring Retainer

Spring Washer

Pump Spring Retainer

Pump Rod

Pump Spring

Pump Plunger

Idle Screwspring

Idle Mixture Screw

Air Horn 45 DCOE 9

Air Horn 45 DCOE 13/15/16

Air Horn 40 DCOE 2

Air Horn 40 DCOE 18

Progression Hole Plug

Pump Gasket

Pump Jet

Pump Cover Seal

Pump Cover

Inlet Valve With Exhaust

Starter Jet

Float

Float Fulcrum Pin

Pump Valve Ball

Stuffing Ball

Retaining Screw

Needle Valve Gasket

NeeeleValve

Fuel Union Gasket

52840.024

61015.002

41535.021

76601*

41565.009

61015.008

79701*

75605*

41030.005

52000.001

58300.001

52730.001

61015.006

83102.100

79503*

41530.031

Fuel Union (Blank)

Fuel Union Straight ‘4" Dia.

10354.001

10356.004

Fuel Union Straight 5/16" Dia.

10356.003

3/000.016

64605.017

55555.010

64330.003

47600.005

12775.004

10140.010

52140.004

10410 Series

47600 Series

58602.003

4/600.007

64750.001

52840.001

52840.030

52840.004

Fuel Union 90 5/16 10536.035

Fuel Union (Dual) 5/16

Outer Fuel Union Gasket

Fuel Union Bolt

Fuel Filter

10536.034

41530.024

12715.008

37022.OlC

Gasket

Plug

41530.024

61002.010

R/H Lever 45034.042

R/H Lever Use With 45048.005

45041.009

R/H Lever Use Wtth 45048.005

45048.007

R/H Lever Use With 45034.084

14

14-59

AIR FILTERS

K&N developed and manufactures the only air filration system of its kind ... a high-flow, washable filter that's been proven, again and again, to be the finest in the world. Professinal racers and mechanics worldwide rely on K&N air filters to protect their expesive engines ..

and so should you!

SD25-318

1¾" SU (HIF6) • Round 5 7/8" o.d. x

1¾" h.

SD27-332

1¾" SU (HIF6) • Oval

4½ x 7" o.d. x 1¾" h.

SD40

1¾" SU (HIF6) • Conical

5 7/8" o.d. x 1¾" h.

SDX318/SSX

1 ¼" dual SUs • Special offset filters for

Cooper 'S' to clear master cylinders.

WEBER Filters

SD21-318

SU Filters

1¼" SU • Round 5 7/8" o.d. x 1¾" h.

SD3-318

1½" SU • Round

5

7/8

"o.d. x 1¾" h

SD23-318

1½" SU • Round

5 7/8" o.d. x 1¾" h. with offset hole

56-1340

DCOE 40,42 • Oval 5½ x 9" o.d. x 3¼ h works with airhorns

56-1310

DCOE 45,48 • Oval 4½ x 7" o.d. x 1¾ h does not work with airhorns

56-1350

DCOE 45,48 • Oval 4½ x 7" o.d. x 3¼ h works with airhorns

56-1360

DCOE 45,48 • Oval 5½ x 9" o.d. x 3¼ h works with airhorns

56-1220

IDA 48 • Oval 5½ x

9" o.d. x 4½ h.

14-60 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

WEBER Filters (Cont.)

56-1030

DGV 32/36 • Oval 4½ x 7" o.d. x 1¾" h.

56-1040

DGV 32/36 • Oval 4½ x 7" o.d. x 3¼" h.

Crankcase Vent Filters

62-2470

5/16" I.D. flange, 1 3/8" filter diamter, 1

1/8" filter height, Chrome top

62-2480

9/16" I.D. flange, 1 3/8" filter diamter, 1

1/8" filter height, Chrome top

62-1320

3/8" I.D. flange, 2" filter diamter, 1 ½" filter height, Chrome top

62-1330

1/2" I.D. flange, 2" filter diamter, 1 ½" filter height, Chrome top

62-1340

5/8" I.D. flange, 2" filter diamter, 1 ½" filter height, Chrome top

K&N SU Stub

Stacks

SS3

Stub stack, center mount, 1½" SU

SS50

Stub stack, offset mount, 1¼" SU (HS2)

SS51

Stub stack, offset mount, 1½" SU

SS52

Stub stack, offset mount, 1¾" SU (HS6)

SS53

Stub stack, offset mount, 1¾" SU (HIF6)

K&N Maintenance

99-5000

Recharger filter care service kit. A six-step maintenance system designed to recharge your K&N Filtercharger®

Air Filter. Completely restores air flow efficiency so your

Filtercharger® performs like new!

BG A

IR

F

ILTERS

K&N Filter Elements

E-3211

Round 5.87" o.d. x 1.75" h.

E-3340

Oval 6.12" o.d. x 3.25" h.

E-3440

Oval 7.75" o.d. x 1.75" h.

CHROME PANCAKE FILTERS

BG1101A

1.25" wire mesh internals with offset holes for all engines.

E-2601

Stock replacement for Mini 1000 & A/A

E-9001

Stock replacement for Cooper S

BG1102A

1.5" wire mesh internals with offset holes for all engines.

Mini Mania

14

14-61

SU C

ARBURETTORS

AUD365L&R

Pair of 1.25" HS2 SU's.

Direct replacement for Cooper S. .

C-AUD640

Pair of 1.5" SU's. These are the later

HS4 type, replacing the original but no longer available H4 type. Fixing holes are diagonal instead of top and bottom.

FZX1280

HIF6 1.75" SU.

Recognized as the ultimate in performance SU carburetor.

When correctly set up can produce power outputs comparable with most twin choke carbs, yet be more economical and vastly simpler to fit.

MSSK8

Heatshield set for 1.25" HS2 twin carbs.

MSSK1006

Heatshield kit for 1.5" HS4 twin carbs

MSSK9

Twin carb linkage kit, contains link rods, butterfly links, throttle cable lever arm and cable clamps.

C-AHT85

Long anti-friction lined accerator cable.

A200015

Alloy large throttle pedal, up to 1975

A200016

Large alloy throttle pedal 1976-on

V

ELOCITY

S

TACKS

Velocity stacks are necessary on SU carburetors for a variety of reasons. Running an

SU void of anything to regulate air flow around the carburetor mouth creates a constriction.

This is caused by air being forced around

90º angled edge immediately prior to the carburetor mouth, this constriction reduces the carburetor mouth size. The effect is reduced flow throughout the induction system.

To maximize air flow potential from any

SU a radiused entry is essential, especially on single carburetor applications. While dyno testing engines, different styles of radiused entries were tried. Although many different lengths and shapes were tried, a few details were soon to emerge that influenced flow potential more than anything else, the radius size, total shape, and bore taper being the highest. Using this data, we can now supply a range of velocity stacks for 1.25"and 1.5" SU carburetors.

Overly long stacks would severely restrict air filter fitment.

The short velocity stacks are for engines putting out power at higher rpm levels (ie over 7,000 rpm), or where space for deep filters is a problem. The long ones produce better mid-range performance and generally better for engines up to 7,000 rpm - but a deep filter is needed, around

3.5" deep. However, there are no hard and fast rules - so the either is only a guide line. One thing is certain - either is a vast improvement over nothing at all or a badly shaped item.

C-AHT245

1¼" short for 1¼" SU

C-AHT246

1½" long for 1¼ SU

C-AHT247

1½" short for 1½" SU

C-AHT248

2½" long for 1½ SU

14-62 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

F

RONT

S

UBFRAME

MOUNTS

On post 1976 cars the rubber mounted subframes flex when driven hard. Using alloy blocks to replace the rubber mounts on the front subframe will eliminate the movement making the car handle better.

C-STR640

Set of four aluminum top mounts to replace the standard rubbers fitted on vehicles from 1976 to present.

C-STR641

Solid blocks to replace the lower front mounts.

C-STR642

Fabricated solid mounts to replace the lower rear mounts.

R

UBBER

C

ONE

Two methods of suspension have been used on the Mini. The most common is the rubber cone system referred to as the “dry” type, the other is the hydrolastic displacer unit system referred to as the “wet” type.

C-STR687

Progressive uprated cone, pictured at left

C

C

OIL

S

PRING

ONVERSION

This direct-replacement kit includes everything to replace the harsh riding rubber cones with proper springs. Special hard anodized aluminum perches allow the springs to be fitted to either the stock trumpets or Hi-Los. The highest quality progressive winding is used to insure that the springs will not sag after many years of use, unlike the rubber cones. Available in three spring rates.

Polyeurethane pads are also available to replace the soft rubber pads on the front subframe tower bolts.

21A2597/POLY

Polyeurethane upper pad for front subframe tower bolt

C-SRP100

Soft (Blue) springs,

C-SRP200

Firm (Red) springs

21A2598/POLY

Polyeurethane lower pad for front subframe tower bolt.

C-SRP250

Competition spec. (Green) springs

14

Mini Mania

14-63

C

OIL

-O

VER

C

ONVERSION

H

I

-L

O

S

USPENSION

Coil springs in place of rubber provides more consistent performance. Springs are easy to change for various spring rates, ride height is easily adjusted (no need for HI-LO kits) and thus corner weights can be set very precisely. The shocks are the highest quality gas filled adjustables from Spax. The best part about this kit is that it is a "bolt-on" process, easily done in an afternoon. No cutting or welding and normal 10" wheels and tires can still be used. Also converts "wet" to dry.

CK17

SPAX Coil-over shock kit. Standard ride height.

CK18

SPAX Coil-over shock kit. Lowered suspension.

Lowering or raising the ride height of the

Mini with dry suspension is a relatively simple task. With suspension ratios of

3-1 at the front and 5-1 at the rear, removal or insertion of a specific amount will change the ride height multiplied by the relevant ratio. So removal of 1/8" off of the front alloy trumpet will lower the suspension by 3/8", or at the rear 5/

8". Lowering the car improves the handling as it lowers the roll center, lowers the center of gravity and reduces positive camber on the front wheels. However, excessive lowering can cause suspension binding. If the car is lowered onto its bump stops, the ride will be very harsh, and tend to make the car skip and jump in corners. Effectively making the suspension solid like a go-kart, so this is NOT recommended.

For easy adjustment of the ride height of the car, special adjustable alloy trumpets are available - more commonly known as “Hi-lo’s”. This system allows ride height adjustment at the turn of a wrench. Very easy to install.

HI/LO

Adjustable Ride Height suspension trumpet, one pair. Includes knuckle joint nylon cups.

14-64 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

S

HOCKS

Uprated shock absorbers help improve the “bouncy” ride created by the standard ones. There are several types available, Spax, Koni, and KYB.

Spax adjustables are probably the most widely used, as they are very easily adjusted with a screw driver without the need to remove them from the car. They are an oil filled unit, incorporating an extra gas filled cell that replaces the air content of a normal oil filled unit. This eliminates the aeration that creates fade in normal units under arduous conditions. Two lengths are available, standard and lowered. If the car has been lowered by 3/4" or more, then it is important to fit the lowered variety to avoid damaging the internal valving caused by the shock bottoming out.

Konis are a well respected manufacturer of performance shock absorbers.

These are conventional oil filled units, and can only be adjusted by removal from the car.

C-STR1675

Front Koni standard length

C-STR1794

Rear Koni standard length

C-STR1717

Front Koni short length

C-STR1795

Rear Koni short length shock.

KYB's "Gas Adjust" is a gas filled shock that works harder the harder you work the car. Ride quality is excellent.

552018

Front KYB Gas-Adjust Shock

552019

Rear KYB Gas-Adjust Shock

158/M1 GAS

Front Spax (M1) standard length

158/M2 GAS

Rear Spax (M2) standard length

158/M11 GAS

Front Spax (M11) short length

158/M12 GAS

Rear Spax (M12) short length

C-AJJ3361

Uprated shock absorber bottom pin. Produced in hi-grade steel to reduce failure when shock absorbers are set very hard.

C-AJJ3359

Special shock absorber top bracket for cars that have been lowered.

Pin is moved in so shock is in a more upright position. (Pair)

14

Mini Mania

14-65

S

USPENSION

G

EOMETRY

C-AJJ3364

Negative camber bottom arm set. -1.5º

C-AJJ3364A

Negative camber bottom arm set. -2º

C-AJJ3364B

Negative camber bottom arm set. -2.5º

WB1

Polyeurethane bottom arm bush set, early arms with straight hole.

Front suspension geometry can be altered to improve the cars road holding, further enhancing its cornering ability.

Standard settings from the factory are

1-3° of positive camber, approximately

3° of Castor, and 1/16" toe out tracking. The easiest alteration to make is to fit negative camber bottom arms.

These add 1½° of negative camber to whatever the car already has, ie. if you have 1° positive camber, you will get

½° negative camber.

Always check the camber first as lowering the car naturally reduces camber. For road applications 1½° negative camber is as much as is required.

WB2

Polyeurethane bottom arm bush set, late arms with tapered hole.

C-AJJ3363

Hiem jointed bottom arm set.

21A1091

Heavy duty adjustable tie rod set.

C-STR628

Harder rubber tie bar bush for road use.

Exact camber can be achieved by the used of rose jointed bottom arms. These are really only suitable for race applications as the rose joints are not designed to do volumous miles without requiring replacement.

WB3

Polyeurethane tie bar bush set.

Rose jointed tie rods allow infinite adjustment of castor angles, combining them with the rose jointed bottom arms facilitates exact settings of both sides of the suspension - critical for racing. There are rubber boots available to protect the rose joints from dirt.

Castor can be altered by using either the heavy duty tie rod set (designed for road use) or the rose jointed set really only suitable for racing. The heavy duty tie rods are increased in diameter form ½" to

5

/8" to reduce flexing, therefore controlling suspension variations when on the move.

C-AJJ3365

Hien jointed tie rods.

C-AJJ3367

Hiem joint boot.

To further enhance this control, poly-nylon bushes are available to replace the standard rubber items. These help reduce wandering under braking, making the car more stable. These bushes can, of course, be fitted to the standard tie rods. Poly-nylon bushes are also availf able for the bottom arms.

14-66

When aligning a car that has been lowered substantially or major alterations to suspension angles have been carried out, it is often found that the track rod end is not held onto the track rod by sufficient threads. To counter this problem we can supply an extended tie rod end.

GSJ158

Longer tie rod end.

www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

S

USPENSION

G

EOMETRY

For alteration of the rear camber there are three types of radius arm bracket.

First is a fixed set that adds 1½° of negative camber to whatever the car has with standard ones. The second is adjustable to allow preferential settings to be reached. The third is adjustable for both camber and toe.

MS69

Fixed rear camber brackets.

MS70

Adjustable rear camber brackets.

MS73

Adjustable camber & toe rear trailing arm brackets

MSRJF

1/2" UNF X 1/2" female hiem joint.

C-AJJ3363/RE

1/2" UNF X 1/2" Male hiem joint.

The Mini's rear subframe is rubber mounted. Polyurethane (stiffer, much longer lasting) bushes are now available for the rear subframe trunions. Cars manufactured before 1976 use the same bush (2A5818/POLY) at the front and rear of the subframe, 8 per car. Starting in 1976 (MKIV) the front trunion bush was enlarged. That bush (21A2560/

POLY) is also available in Poly. These later cars use 4 of each 2A5818/POLY and 21A2560/POLY.

Made in the USA, the Poly bushes are less expensive than the imported rubber originals!

2A5818/Poly

Rear subframe trunnion bush, fits front and rear trunnion up to 1975, front only

1975-on.

2A2560/POLY

Rear subframe trunnion bush, fits rear trunnion 1976-on.

Cars with hydrolastic may be fitted with oversize "Progressive Bump Stops" to reduce body roll and dive.

C-AJJ4007

Front progressive bump stop kit.

C-AJJ3313

Rear progressive bump stop kit.

AHH7074

Replacement Rubbers for progressive bump stops.

14

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14-67

A

NTI

-R

OLL

B

ARS

Use of a rear anti-roll bar increases roll stiffness (resistance), therefore helping reduce understeer. Two kits are available, one fixed, one adjustable.

The fixed bar is in 1/2" diameter steel bar and comes complete with all components required for fitment. It is not rubber mounted except for the metalastic bushes in the drop links, and is therefore very efficient - unlike those utlilisng rubber mountings for the bar itself.

The adjustable kit is also complete, using hiem joints to ensure ultimate stiffness and efficiency. Adjustment is made using two sliding blocks on the bar, which is

3/4" steel.

The front kit contains a 3/4" steel bar, mounted in alloy mounting blocks. Two collars welded to the bar restrict sideways movement of the bar. Fully hiem jointed with sliding alloy blocks to allow ratio adjustment.

C-AJJ4006

Adjustable front anti-roll bar kit.

C-AJJ4008

Adjustable rear anti-roll bar kit.

C-AJJ4009

Fixed rear anti-roll bar kit.

C-SRP003

Front sway bar. Clamps onto suspension tie rods. Easy installation.

14-68 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

B

RAKES

A fairly broad variety of brake kits are now available. The use of four piston calipers, then ventilated discs on the

Metro considerably improved braking options for the Mini - although these would only fit inside most 12" and all

13" rims. Further development by Mini

Spares evolved into production of an all alloy, four piston caliper that, in two kits, will fit very nearly all wheel/disc combinations. It is super light, very easy to service and convert from solid to ventilated disc application. The alloy construction greatly increases heat dissipation, reducing fluid-boiling.

Therefore improving efficiency even under the most arduous of conditions.

Intelligent design makes these calipers very effective in expelling pad dust and heat from the pad/disc contact area. Pad type is the same as the Metro.

A bonus of the design is that they are not handed, and only require the standard single line feed.

Weight Comparisons

4 Piston alloy caliper 1.15kg

S/1275GT Caliper 2.66kg

Late Mini caliper (post 1985)

3.46kg

4 Piston iron caliper 3.48kg

Other kits available are the standard S/

1275GT type and the ventilated, four piston Metro type. The first kit comprises all components required to change from drum brakes to disc brakes. The second kit is to convert from solid disc to ventilated disc. This, however, will only be suitable for Mini’s using 12" or 13" wheels.

C-AJJ4022

All alloy four piston brake caliper kit to fit 12 or 13" wheels either as a replacement for the iron Metro caliper or the late Mini (1985 on) two piston iron caliper. When used with the ventilated disc, an adapter kit is required.

C-AJJ4023

All alloy four piston brake caliper kit to fit most 10" wheels, and is a direct replacement for the standard S/1275GT

7.5" disc. It will also fit the later 8.4" disc

- solid or ventilated - when machined down to 7.5". An adapter kit is required when used with ventilated discs.

C-AJJ4021

Adapter kit required to convert the alloy calipers when used with ventilated discs.

C-AJJ4028

Conversion kit for changing from drum brakes to discs. The kit uses the standard Cooper S 7.5" disc assembly so is compatible with 10" wheels.

Mini Mania

14

14-69

14-70 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

B

RAKES

C-8G8996

Cooper S brake pad set in Ferodo 2459 compound.

C-8G8993

Cooper S 7.5" pad in carbon metallic compound. Exceptional co-efficient of friction combined with a low wear rate make these a must for all racers.

C-AHT16

8.4" solid disc pad for post 1984 Minis in Mintex M171 compound.

Hawk's "Ferro-

Carbon" pads exhibit fade-free performance with low wear rates and high torque values. We now stock

Performance

Hawk pads for High

Street/Autocross application plus two race compounds for the Cooper S as well as '84-on cars with 12" wheels. The high performance street, HPS material is quiet running, rotor friendly, and creates very little dust.

Good for temperatures between 100 to

900 degrees. The "Black" competition pad works best at temperatures of 400-

1100 degrees; the "Blue" pad is for more severe use for temps from 600-1400 degrees.

HB108/HPS

HB108/Black

HB108/Blue

Cooper S

HB123/HPS

HB123/Black

HB123/Blue

'84-on W/ 12" wheels

Mini Mania

C-8G8994

Metro type 8.4" disc pad for four piston caliper, either iron or alloy, in Mintex

M171 compound. Fits ‘A’ type Metro brakes including ventilated types.

C-STR987

Metro type 8.4" disc pad for four piston caliper, either iron or alloy, in carbon metallic compound. Fits ‘A’ type Metro brakes including ventilated types.

Superfins

Aluminum brake drums with built-in

1" spacer. Sold by the pair

C-AHT315

1-1/2" front brake shoes with Mintex lining

C-8G8997

1-1/4" rear brake shoes with Mintex lining.

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I

GNITION

The two best features of the new Pertronix Ignitor electronic ignition conversion kit are the low price and the fact that it fits entirely inside your stock distributor cap! All previous ignition kits utilized an extermal black box, not the sort of thing you want under the hood of yoir stock-looking engine compartment! And, like the more expensive electronic ignition kits, once you install the magnetic trigger and sensor, you will never have to change points again! Available all Lucas distributors.

LU142

Pertronix Ignitor for Lucas 23/25D distributors, negative ground

LU142/P

Pertronix Ignitor for Lucas 23/25D distributors, ositive ground

LU143

Pertronix Ignitor for Lucas 43/5 D distributor, "Red" fixed points

LU144

Pertronix Ignitor for Lucas 43/5 D distributor, "Blue" sliding points

40501

40,000 volt "Flamethrower" coil for use with Pertronix Ignitor

40611

40,000 volt "Flamethrower" coil for use with Pertronix Ignition, epoxy filled for severe-vibration application

14-72 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

I

GNITION

Once the engine has been modified, it will invariably require a different ignition curve - especially when compression ratios have been raised and camshafts changed. We stock the Aldon Automotive range of distributors for the A series engine. For road use, it is advisable to retain the vacuum advance for economy.

Many believe this over advances ignition causing detonation on performance engines. This is incorrect as the vacuum advance only works at part throttle openings, not under load with the throttle open when no manifold vacuum exists. Add a ‘V’ for distributors with vacuum advance.

ALDON Y

Aldon yellow - all performance road engines.

ALDON Y+

As above but for A+ series.

ALDON R

Aldon red - for race engines.

ALDON R+

As above but for A+ engines.

DLB105

Lucas ‘gold’ sports coil.

12 volt.

00-012

Bosch Blue coil

Crane Cams (formerly Allison iginition) optically triggered electronic ignition points conversion kits. The XR700 and XR3000 electronic ignition modules use an optical trigger assembly to replace conventional breaker points. The XR700 requires ballast resistance to limit coil current. The XR3000 is a high performance version with a computer chip that controls coil current and dwell. The XR3000 includes an accessory plug for an optional rev limiter.

When installing an XR3000, all O.E.

(original equipment) ballast resistance must be bypassed.

XR700-231

Crane electronic ignition system, negative ground

XR720-0001

Crane electronic ignition system, positive ground.

XR3000-0231

Crane/Allison heavy duty electronic ignition system. Requires a coil with no ballast resistance. Crane suggests using a Crane/Allison PS20, PS40, or PS91 coil. (All Bosch blue and Lucas coils have internal resistance.)

730-0020

Coil, for XR700/XR3000, black

730-0040

Coil, for XR700/XR3000, chrome

Mini Mania

14

14-73

K

ILL

S

WITCHES

B

ONNET

P

INS

& S

TRAPS

MS121

Leather bonnet straps, pair

K

ILL

S

WITCHES

Fitment of a general circuit breaker which isolates the battery from all electrical equipment has become mandatory in nearly all forms of Motorsport.

The switch has to be accessible from inside and outside the car, the external trigger should be located on the windscreen scuttle panel - preferably on the drivers side. It should be clearly marked by a red flash in a white edged blue triangle with a base of at least 12cm

2

.

C-AHT623

Basic budget circuit breaker - battery line only.

MW003

Quality circuit breaker - battery line only.

MW002

FIA appendix requirement cut out with special diode protection device to allow switch off whilst the engine is running without damaging the electrical equipment (ie. alternator, electronic ignitions, etc.)

BSP001

Heavy duty bonnet pins, stainless steel.

BSP002

Heavy duty ponnet pins, blue anodize

BSP003

Heavy duty bonnet pins, red anodize

MS118

Large rubber bonnet hooks approximately 4" long.

MS119

Small rubber bonnet hooks approximately

2" long.

14-74 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

R

ACING

P

ROUCTS

Bill Gillcrease's Mincomp Racing has been building and racing championship winning racing Minis since the 1970's. Bill develops and manufactures all of his own components.

Our long running association with Mincomp allows us to be the exclusive retailer of

Mincomp racing equipment.

MIN200

Front mounted racing radiator. Designed for racing in California desert climate.

Simple bracketry will be required. Relocation of oil cooler and filter may be required. Can not be used with a charging system.

MIN300

Distributorless ignition system. Complete kit includes electromotive HPV1 ignition unit with trigger wheel and pick-up, modified front pulley, pick-up bracket, plug wires.

MIN500

Windage tray. Helps keep excess oil from being thrown up from the spinning gears into the crank and rod assembly and robbing horsepower.

Also helps keep unwanted objects from falling into the transmission in the case of a catastrophic engine failure.

MIN445

Split Weber kit.

We can build you a set suited to your needs and pricing. Available with 45, 48, or 50DCOE, to fit right or left hand drive.

MIN700

Quick-release steering wheel hub.

Allows easy removal of steering wheel for easy entry and exit of driver's compartment.

Also makes an effective anti theft device for street cars. SFI approved.

MIN100

One piece, Mincomp Racing, carbon fiber reinforced "S Glass" front end. Includes front-end with built-in Fortech Style flares and air dam with integral bumper. 61" width covers 8" tires Approximate weight 10 pounds.

MIN110

64" width front end to cover 9½" wide tires.

MIN120

Replacement air-dam.

Useful if the lower edge of the air dam gets damaged.

May be DZUS fastened on.

MIN130

"S Glass"/carbon fiber reinforced door shell.

(no window frames) Mount with Mk1 external hinges.

FLARE05

Rear Fortech flares to match front ends.

Fiberglass construction.

FLARE03

Complete set of front and rear Fortech fender flares Fiberglass construction.

Mini Mania

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Useful Formulas

Here are some useful formulae that may be of assistance.

ENGINE CAPACITY

r

2 x h x 4

= 3.142

r = radius of bore (half bore diameter) h = stroke

Example: Bore = 70.64 Stroke =81.33

FORMULA FOR

DETERMINING EFFECT

OF LIGHTENING

ROTATING ENGINE

COMPONENT

3.142 x (35.32 x 35.32) x 81.33 x 4

=1275cc

COMPRESSION RATIO

CR = swept vol. + unswept volume unswept volume

Swept volume =

Volume of bore ( r

2 x h) or engine capacity divided by 4.

Unswept Volume =

Total of combustion chamber volume, piston dish volume, gasket volume, distance piston is down the bore, valve cut outs in block if any, ring and

(although this is not usually used to leave a small safety margin).

Example:1275cc engine (bore capacity)

Head capacity

Piston dish

Volume of bore

Gasket volume

Unswept volume

21.00cc

6.6cc

4.0cc

3.4cc

35

Compression Ratio = 318.75 +35

35

Compression Ratio= 353.75

35

Compression Ratio = 10.1:1

0.5 x n

2 x r

2

+ R

2

R

2 n = Total gear ratio (gear ratio x diff ratio) r = Radius of gyration

R = Radius of wheel/tyre used

This formula’s result gives what accelerative weight the engine sees of the car per lb.

Radius of gyration of a transverse engine’s flywheel is approximately 3.75".

So to determine “weight loss” for a flywheel from a standard weight of say

18lb to 10lb, the engine would see an overall weight loss of the car to accelerate in first gear of 3.33 = 1st gear of 4 syn ‘S’ box, 3.44 = diff ratio

0.5 x (3.33x3.44) x (3.75) + (9.5)

9.5

=0.5 x 131.1 x 14.06 + 90.25

90.25

= 1011.88

90.25

= 11.21 lbs

So for every 1lb removed from the flywheel, the engine sees 11.21lb less to accelerate off of the total car.

Therefore by lightening the flywheel by

8 lb, the engine sees a total reduction of the cars accelerative weight of 89.68lb.

14-76 www.MiniMania.com e-mail [email protected]

800-946-2642 Tech: 408-942-5595

Useful Formulas

Here are some useful formulae that may be of assistance.

GEARBOX RATIOS AND

TRANSMITTED ENGINE

RPM

COMPUTING VEHICLE

SPEED FOR DIFFERENT

FINAL DRIVE RATIOS

The basic rule to remember when computing gear ratios is the driven gear is always divided by the driver, and that to determine gearbox ratios it is necessary to work out what the constant input ratio is.

This is worked out by dividing the number of teeth on the first motion shaft into the number of teeth on its corresponding end of the laygear. This is NOT the fourth gear ratio, as in essence fourth gear does not really exist; once in top gear the first motion shaft drives the mainshaft directly, hence it is always a 1 to 1 ratio.

Example:

On the four syncro ‘S’ gearbox the 1st motion shaft has 18 teeth, the corresponding gear on laygear has 29 teeth. Therefore the “constant” ratio for the box is: 29 / 18 = 1.61

First gear has 31 teeth and is the driven gear.

The driver is its corresponding gear on the laygear. This has 15 teeth. So to work out the first gear ratio • 31/15 = 2.066 x 1.61

(constant ratio)= 3.3

Input gear speed in RPM =

Engine RPM

Drop gear ratio

Pinion speed in RPM =

Input speed (RPM)

Actual gear ratio

Output shaft speed in RPM =

Pinion speed

Crown wheel & pinion ratio

Mini Mania

It is necessary to work out how many revolutions per mile your particular wheel and tyre combination does. For this you will need to know its rolling radius when inflated to the correct pressure.

This table shows some typical tyre sizes and their corresponding wheel revs per mile.

The formula for vehicle speed in MPH per 1,000 RPM for a particular diff ratio can then be worked out:-

60,000

Diff ratio x wheel revs per mile/30mph

So for 3.44 with 165/70/10 tyre -

60,000

3.44 x 1059

= 60,000 = 16.47 mph

3642.96

To estimate KPH/1,000 rpm =

96.56

Diff ratio x wheel revs per mile/30mph

14

14-77

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