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MINI FANS

SHARP STYLE CUSTOM MAYFAIR

THE FAITH OF A FEW BEHIND THE SCENES OF MINI’S AMAZING NEW AD FILM

TECH: NT

U FRONT-MO STALL IN RADIATOR

minimag.co.uk

STUNNING 1275 GT BUILD REACHES NEW LEVELS OF PERFECTION

TEAM MATES MkII WORKS RALLY PAIRING

TECH

SMALL WONDER HOT MODIFIED PICK-UP

KEITH CALVER’S EXPERT Q&A

TECH

ON THE JOB BUDGET RETRO PROJECT

DIFF BEARING PRE-LOAD TIPS

DECEMBER 2017 ISSUE 271

PRINTED IN THE UK £4.60

GRAND TOURER

PLUS: EVENT REPORTS FROM OH SO RETRO SHOW AND MINI ACTION DAY

Christmas Opening Times .Open as usual Friday 22nd December . . . . . . . . . . .Closed Dec. 26th Sat. 23rd Dec. to Tues . . . . . . . .Open Dec. 29th Fri to Dec. 27th . Wed

The Largest Stocks of Mini Spares in the World!

Mail Order - 01707 6077000

Mail Order also available direct from Mini Spares North Call 01423 881800 to order

New Year Opening Times . . . . . .Closed Sat. 30th Dec. to Mon. 1st Jan. . n as usual .Ope . . . . . . . Tuesday 2nd January .Open as usual Wednesday 3rd January . . . . .

Prices include VAT @ 20% The Choice is Yours!

Mini Spares offers you the choice of genuine BL/Rover parts or similar more affordable components or better value alternatives made to the best quality available. Mini Spares 20/50 mineral oil GUL7005T . . . . . . . .£16.00 20/50 mineral oil & spin on filter (not MPI) SO4 . .£17.78 Spin-on oil filter (OEE supplier) MSF166 . . .£2.23

Engines: Visit our website for the full ENGINE PARTS LISTINGS www.minispares.com/engines

New! NEW! 5 port alloy heads . . . . . .from £1251.50 with 35.7x29.5 race quality valves C-AHT347 £1251.50 with 37x31mm offset spaaced valves C-AHT347RACE £1559.59 8 port head kits . . . . . . . . . . . . . .from £2021.14 1380cc built Up 1/2 enggine by Bill Richards . . .£1149.72 73.5 EVO pistons 9ccc dish C-STR311 . . . .£194.40 Cam Evolution001,new blanks, . .outright £89.10 Ultimate perf. cam follower set C-AEG580 . . .£31.20 Oil pumps . . . . . . . . . . . . . . . . . . .from £15.83 CNC Evolution Slot Drive Oil Pump from £112.50 Forged 1.5 rocker set C-AHT436 . . . . . .£133.33 Alloy 1.5 hi-lift rollerr rocker set C-AHT446A £223.09 Duplex timing kit C--AJJ3323 . . . . . . . . .£27.20 Duplex kit steel lighhtened C-AJJ3325 . . .£60.04 21A1902 Mini Spares engine mount . . . . .£8.34 21A1902MS non-ggenuine mount . . . . . . .£3.00 21A1902ST threaded mounting . . . . . . . . .£3.78 Min stretch single roow chain 3H2127EVO . . .£19.44 Min stretch double roow chain 2H4905EVO . .£24.79 Lightweight Large Impeller Water Pump GWP134EVO, GWP1187EVO 3 Year & GWP188EVO. . . £18.90 Guarantee Forged Cranks For 1275cc blockss and made in 81.3mm and 86mm m stroke (bare forging only £576.00). . . . crank £1897.92 Lightweight Con Rods by Arrow UK Con Rod set Coopeer S C-AAEG624. . . . . £864.000 Con Rod set 1275cc 1.75” big end journals . . . . £864.00 New Gears 29 tooth A plus primary gears for 998 or 1275, with floating bush for longevity, state cc . . . . . . . . .£153.60 2nd gear for 4 synchro pre A plus . . .£76.80 res Centre Ltd... The World Famous Mini Spa and the largest y orit ...is the foremost auth in the world! ts par i Min sic clas of stockist £15 million of ess exc in r • Annual turnove er = the most • Our huge buying pow t quality parts! competitive prices on the bes ue range of uniq • We offer our own up items. ed tool or d igne des vely exclusi istance staff ass l nica tech • Knowledgeable

www.minnispaares.com m

Visit the official MiniSpares.com website for pictures, downloads, catalogues, current prices & special deals

Mobile & tablet friendly e-mail:-- sales@minispares.com

Gaskets:

Suspension:

Steering:

For GASKET LISTINGS go to: www.minispares.com/gaskets

For SUSPENSION go to: www.minispares.com/suspension

For STEERING go to: www.minispares.com/steering

Gearbbox gaskkett sett AJM804B . . . . . . . . . . . .££9.447 Copper head gasket set - 998cc AJM1250 .£12.84 Copper std 998cc head set AJM1250MS . . . .£9.50 Copper hd/gasket set 1275cc AJM1140MS £20.34 Minispares 1275 copper hd/gasket GEG300 .£16.98 1275 with BK450 head gasket set AJM1140 £17.10 Engine block set . . . . . . . . . . . . . . . . .from £11.65 Turbo Grp A Comp. Head Gasket C-STR1057 £64.80 Cometic Head Gasket C-AHT189 . . . . . . . . .£96.22 Large bore manifold gasket C-AHT381 . . . . .£2.58 Silicon rocker cover gasket GUG705009EVO .£9.60

Gearboxes & Diffs For GEARBOX LISTINGS go to: www.minispares.com/gearboxes Complete range of gearbox parts for road and race including our famous EVO diffs and 5 speed gearboxes. Only RHP and top quality bearings stocked. The BEST crosspin diff available! C-AJJ3385 . . . . . . . . . . . . . . . . . . . . .£167.47 Heavy duty helical gear kit C-STN48 . . .£706.56 Competition steel baulk ring C-22A1741 .£23.99 Evo upgrade std baulk ring 22G2033EVO £13.99 Hi tech oil pick up pipe C-AHT54 . . . . . . .£27.00

Drivetrain:

EACH Minispares Dampers £57.60 Minispares 28 point adjustables - front or rear . . . . . . .each £57.60 Van rear . . . . . . . . . . .each £87.73 EACH GAZ Dampers £46.80 Bump & rebound adjustable - front or rear . . . . . . .each £46.80 KYB/Kayaba Dampers Std premium damper .each £14.78 Super gas damper 25%+ upgrade . . . . . . . . . .each £25.33 EACH KY KYB/Kayaba Y self-adj. £14.78 gas shock . . . . . . . . .each £29.40 Set of 4 - Exclusive special price - DEAL OF THE CENTURY!!! (Part MSSK3015) . . . .just £108.00 G-MAX Gas Dampers Front or rear . . . . . . . .each £25.331 EACH Bilstein B4 Dampers £21.59 Front 19-221694 . . . . . . .£21.59 Rear 19-221700 . . . . . . . .£21.59 EACH Bilstein B36 Dampers Performance non adjustable £69.30

Front B36-0370 . . . . . . . .£69.30 Rear B36-0380 . . . . . . . . .£69.30 Evolution Dampers EACH Top of the range 8 point adjustable £58.88 743039 . . . . . . . . . .each £58.88

Geometry Kits £85.80 Complete Kit with Package Price adjustable tie bars Clutches & Flywheels and adjustable lower arms. With Flywheel puller for all types CE1 . . . . . . .£21.78 correct performance bushes. Master cylinder GMC1008 . . . . . . . . . . . £45.50 Order as MSSK3008 £85.80 full kit Standard diaphragm GCC103 . . . . . . . . .£26.10 Forget all the poly and uprated bushes when different lower or tie bars are fitted. What you need is an offset rubber Orange diaphragm C-AEG481 . . . . . . . .£35.10 arms bush to compensate with the extra distortion caused when Grey Comp diaphragm C-AEG482 . . . . . .£37.75 correcting the geometry on Minis. Verto 20% upgrade pressure, fits all C-AEG485 £70.20 Car set of lower arm bushes. . . . £13.09 Part No C-STR632 REAR FRONT Clutch lever arm Verto DAM5355MS from £18.28 £56.02 £45.18 Clutch lever arm pre Verto 22A2204MS . .£24.00 ‘AP’ Std. clutch plate, Turbo, light tune GCP204 £33.12 ‘AP’ road/rally 180mm Plate C-AHT595 . . . .£62.26 Hi Lo ‘Dry’ Suspension Kits ‘AP Racing’ road/rally clutch C-AHT596 180mm £91.44 Also improves suspension performance! Ultralight flywheel - standard EN8 . . . . .£135.35 Our HiLos are the original cast Ripspeed type, Ultralight flywheel - race EN24 . . . . . . .£209.08 with the patent No cast into them, and are the only RAC Homologated type to date. 3 piece clutch assemblies ‘AP’ pre Verto GCK100AF . . . . . . . . . . .£60.30 HiLo frontt kit. . .££45.118 HiLo rear kit. . . £56.002 Verto pre-inj 180mm plate GCK151MS £118.80 HiLo front & rear kit package price . . . . .£91.08 Verto inj 190mm plate GCK152MS . . . .£118.80 Suspension Cones Turbo kit GCK371AF . . . . . . . . . . . . . .£122.40 The only genuine cone springs on the market made from original Rover CV Joints tooling. Order as FAM3968 . . .£40.69 Early small 1.125" nut type pre 1984 GCV1105 . . . . . . . . . . . . . . . . . . . . . . . .£30.60 1275 and 1984 on - stamped GCV1013 .£31.20 Budget Dry Suspension Cones FROM £55.60 Correct fitting inboard type GCV1102 . . . .£36.00 Budget car set of adjustable ride QL5000 - coupling kit . . . . . . . . . . . pair £59.40 height cones (not the same as Hilos) UK made Rubber coupling GCD101 . . . . . . .each £26.10 Less knuckles C-STR644 . . . . . . . . . . . .£58.20 We ONLY sell DEPENDABLE components With 4 knuckles C-STR644A . . . . . . . . .£64.15 For GEARBOX go to: www.minispares.com/drivetrain

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Suspension & Steering Steering racks - L/H or R/H FAM7306/7 £62.82 MPi Sportspack type . . . . . . . . . . . . . . .£71.94 Quick rack L/H or R/H C-AJJJ1570/1 . . .£78.00 Genuine track rod end GSJ1106 . . . . . . .£11.42 Non genuine GSJ734MS . . . . . . . . . . . . .£5.04 Swivel pin kit genuine Unipartt GSJ166 . .£19.18 Mini Spares swivel pin kit GSSJ166MS . . .£8.18 Wheel Bearings Timken front genuine GHK11440 . . . . . . .£49.14 Minispares version front GHK11140MS . . .£13.80 Timken rear GHK1805 late moodified . . . .£39.42 Minispares rear GHK1548MS . . . . . . . . .£14.39

Body & Subframe: For BODY & SUBFRAME go to: www.minispares.com/body-subframe See AKM2 catalogue or website for our full extensive range. Full range of standard and aftermarket subframe kits stocked £26.50 £42.00 MSSK3010 - All metal real solid mount kit for front subframe

£193.78

Rear Subframes Genuine rear subframe FAM6292 . . . . .£420.95 Genuine KHB10024 1991 on . . . . . . . . .£400.91 Non genuine rear subframe MS45D . .£190.80 Non gen powder coated FAM66292MS . .£225.00 Non gen rear subframe MS45LATE ‘91on .£202.06 Body Panels We keep one of the largest stocks of best fitting body panels from BMH using Rover tooling and every good aftermarket supplier. Examples

‘A’ panel MK3 upgraded thicknesss . . . . . . . . . . . £13.00 ‘A’ panel MK3 genuine . . . . . . . . . . . . . . . . . . . £23.26 Genuine wing . . . . . . . .£105.24 non gen from £44.10 Gen. Front panel ‘76on . .£193.85 non genuine £58.50 Gen. Narrow sill panel .££41.554 non genuine £19.62 Genuine Bonnet Mk2 .£182.77 non genuine £109.80 Genuine Bootlid Mk3 .£204.94 non genuine £75.60 Mk3 door hinge set 1970 on MSSK017B . . . . .£72.00

Mirrors: For MIRRORS go to: www.minispares.com/mirrors White backed mirror . . . . . . . . . . . .pair £36.00 Black plastic mirror . . . . . . . . . . . .pair £30.62 Fully adjustable Torpedo . . . . . .left each £35.63 Fully adjustable Torpedo . . . . .right each £35.63

Please note that prices can change during the period that the magazines are printing - check website for up-to-date prices

Shop on-line at www.minispares.com or visit our 3 great stores

Telephone: 01707 607700

Fuel Systems: For FUEL SYSTEMS go to: www.minispares.com/fuel

991 Wolverhampton Rd. Oldbury. W. Midlands. B69 4RJ Telephone : 0121 544 0011

Exhausts:

Units 2E and 2G Harwood Road Northminster Business Park. York. Y026 6QU Telephone: 01423 881800

Sat-Nav: Y026 6QU

Cranborne Industrial Estate, Cranborne Rd. Potters Bar. EN6 3JN

Next to M5 (J2)

Mini Spares - NORTH Sat-Nav: B69 4RJ

Close to A1M & M25

Mini Spares - MIDLANDS Sat-Nav: EN6 3JN

Mini Spares - LONDON

Cooling:

Colour catalogue available to order online! www.minispares.com

Brightwork:

For EXHAUSTS go to: www.minispares.com/exhausts Owners and stockists of RC40 systems.

For COOLING go to: www.minispares.com/cooling We keep a super range of our own We hold full • Flowbench tested and using proven radiators for all Minis PLUS stocks of SU carb optimum size 1.75”(1.625”) internal tubing £117.60 and Facet fuel radiator hoses - plain rubber or £358.79 for maximum efficiency and performance. pump parts. £333.24 silicone including real Kevlar • Even our mild steel versions have stainless Aluminium stranded hoses unlike others Right hand tank 21A2183 . . . . . . . . .£333.24 steel tailpipes and inner baffle box pipes. type rad. advertised on the market. Heater Left hand 5.5 gal. early tank ARA359 £358.79 Most competitors don’t even have these valves & matrix +operating cables C-ARA5000 Genuine van tank 21A291 . . . . . . . . .£244.96 stainless internals in their Van tank - s/steel version 21A291MS £163.20 ‘stainless steel’ silencers! Radiators Van tank - mild stteel 21A292 . . . . . . .£115.00 RC40 Range Std Mini 3 core radiator ARP2000 . . . . . . . . . .£57.54 Gen. SU electric fuel pump AUF214 . .£74.52 RC40 classic twin box system & d/pipe .£58.80 3 core rad. Historic racers ARP1106 . . . . . . .£126.00 Non gen electric fuel pump AUF214MS £59.40 Single box system from cat back . . . . . .£64.27 Mini Spares unique 2 core radiator C-ARA4442 . .£132.30 Fuel pump only SPi - WFX100811 . . . .£65.28 Single box system for van/estate . . . . . .£76.32 As above but with sender unit ‘91 on C-ARA4443 .£131..40 Fuel pump only MPi - WFX100812 . . .£53.76 Twin box system from cat back . . . . . .£70.20 Mini Spares Larger capacity 4 core C-ARA4444 . .£126..00 MPI all metal radiator GRD974 . . . . . . . . . . . . . . . .£74..88 RC50 Millennium Range Electrics: Mini Spares electric fan kit + sender C-ARA4401 .£224..10 Designed for all classic and injection Minis For ELECTRICS go to: Silicone Hose Sets A range of exhausts in stainless and mild steel www.minispares.com/electrics RED, BLUE or BLACK - State colour when ordering including large bore outlets All new - outriight sale. Mk2 850/998/1100 to 1989 C-GRH001 .£77.58 See AKM2 Catalogue or website for full range Uprated Alternnators with pulleys£43.49 Twin DTM large bore centre exit . . . . . . .£142.92 1275cc pre 1989 C-GRH002 . . . . . . . . .£73.24 16/17ACR 45 am mp to 1980 GXE2211 .£43.49 Original type standard mini exhaust systems made Mk1 + Clubman 998/1100 C-GRH03 . . .£73.24 A127 70 amp 19980 -1996 GXE2297 . .£60.00 in 2 halves for ease of transportation and fitment. 1275GT clubman C-GRH004 . . . . . . . . .£73.24 Twin point std. alternator GNU2521 . .£102.00 Single silencer saloon GEX106 . . . . . . . .£30.17 SPI C-GRH005 . . . . . . . . . . . . . . . . . . .£132.05 L/weight 55 ampp alternator GXE1002 .£259.20 Twin silencer saloon GEX177 . . . . . . . . .£39.71 MPI C-GRH006 . . . . . . . . . . . . . . . . . . .£191.22 Hi torque starter, pre-eng. or inertia . .£189.00 Twin silencer van/ estate GEX155 . . . . . .£51.82 Brakes: Pre-engaged starr ter motors . . . . . . . . .£93.82 Maniflow Exhausts 9 tooth inertia starr ter motor GXE4404 . . .£64.80 Most popular types stocked (inc. Van) Others available For BRAKES go to: Slim, h/power, inertiaa starter GXE1004RACE .£243.00 Side exit 1.75”bore twin box C-ARA331£102.512 www.minispares.com/brakes Dynamo, new GXXE3101N . . . . . . . . . . .£68.40 Single box C-ARA331SB . . . . . . . . . . . .£75.60 We keep a full range of Original push buttton starter solenoid . .£17.28 Centre exit twin box C-ARA332 . . . . . . .£102.52 road and race brake parts. Printed circuits behind speedo - all . . . .£61.23 Single box C-ARA332SB . . . . . . . . . . .£75.60 Brake Parts Sports perf. coil pre ‘82 MSC105 . . .£18.60 Manifolds Cooper S 7.5”disc and EBC pads MS35 .Pr £53.95 FROM Sports coil with ballast MSC110 . . . . .£18.60 £75.54 8.4” disc and Mintex pads MSSK014 . . .Pr £29.32 We stock a whole Lumenition coil ‘882 to ‘92 DLB111 . . .£30.00 range of exhaust and Long centre 8.4”vented disc and pads MS39 . . . . . . .Pr £50.06 High energy dry coil C-AHT269 . . . . . .£23.40 inlet manifolds branch S caliper Mini Spares R/H 27H4656MS . . .£72.00 Distributor shield - latest type . . . . . . .£35.75 manifold S caliper Mini Spares L/H 27H4657MS . . .£72.00 Freeflow manifold Cooper S Distributor 8.4” type Mini Spares caliper R/H 37H8128 .£65.17 Reproduction of 40819 Cooper S 23D Freeflow manifold for std RC40 exhaust C-STR816 £75.54 8.4” type Mini Spares caliper L/H 37H8129 .£65.17 LCB std bore for RC40 - C-AEG365 . . . . . . . . . . . .£75.54 distributoor but with more advance for S Disc conv. + Mini Spares caliper Millennium LCB std bore - cast flanges - C-AEG364 £61.20 economyy and performance similar to C-AJJ4028MS . . . . . . . . . . . . . . . . . . .£481.56 ST alloy torquemaster inlet C-AHT770 . . . . . . . . . .£35.40 MK3 S curves. With quickfit points & S Disc conv + AP caliper & Timken bearings £602.04 uprated rotor arm 12G2140£45.90 S brake disc shield set MSSK1400 R/H . . . .£24.86 Interior: All other 25D to 59D . . . . . . . . . from £45.00 S brake disc shield set MSSK1401 L/H . . . .£24.94 For INTERIORS go to: New distributor - cheaper than conversion kit Master Cylinders and Servos www.minispares.com/interiors Electric type of above (no points) from £56.65 MK1/2 brake servo cast body 21A1293 £216.00 4 piece door and rear trim panels Mk3 . . . . . .£141.37 Also available are 3 higgher sppec. electric tyypes to 9 piece trim kit Mk3 . . . . . . . . . . . . . . . . . . . . .£189.00 Mk3 ser vo and non gen fittiting kit SEN43 £144.000 match your camshaft profile to our distributor Servo 1988 on GSM119 . . . . . . . . . . . .£126.00 design. Std to 276 cam spec . . . . . . . .£82.20 20 piece mk1/2 trim kit . . . . . . . . . . . . . . . . . .£338.51 Single line plastic canister GMC171 . . . .£44.40 Inner membranes to protect door cards . . .pair £10.14 Above is ideal for our Evolution cam range Single line metal canister GMC171ORIGINAL £72.00 285 - 296 cam spec . . . . . . . . . . . . . .£82.80 Centre speedo dash cards - Vinyl . . . . . . .from £32.40 Single line Cooper S - larger metal tank GMC172 £72.00 Centre speedo dash cards black painted from £17.40 310-315 cam spec . . . . . . . . . . . . . . .£90.00 Mk3 headlinings - grey,white or black . . . . . . .£116.23 Diagonal split GMC167 . . . . . . . . . . . . .£102.00 £146.39 Headlining rails . . . . . . each £11.40 . . . . . .set £59.95 Front to rear dual line –pre servo GMC227 .£73.20 Wheels: Sun visors, 1965 on - with mirror . . . . . . . . . . .£39.42 Front to rear dual line 1988 on GMC90376 .£80.40 For WHEELS & TYRES go to: Sun visors, 1965 on - plain . . . . . . . . . . . . . . . £36.42 Rear brake pressure valve 21A1774 . . . .£73.20 www.minispares.com/wheels Plastic interior mirror ‘64 on Grey 24A1750 . . . £29.440 Brake limiter valve PDWA 1978 onn.FFAM7821 . .££87.660 We are main dealers for Minilite and our own Rose Plastic interior mirror ‘64 on White 24A2110 . . £30.330 Petal & Special Tuning wheel range. Stockists of Yokohama, Falken, Dunlop R7 and Nankang Tyres

merry

F R EE!

For BRIGHTWORK go to: www.minispares.com/brightwork Brightwork & Trim All Mini Spares chrome and brightwork items are top quality and made to fit correctly. Inner/outer door moulding set Mk4> MSSK21004 £43.91 Headlamp Rings - Stainless steel 500929MS . . .£99.995 Headlamp Rings - Chrome-on-brass 17H5143 .£17.28 S/steel inner headlamp ring DHF1000010SS . . .£11.81 Fluted deluxe chrome wheel arch trim GZF105A £15.60 Flat standard chrome wheel arch trim GZF107A .£7.80 Bumpers

£58.80

Mini Spares stainless steel bumperr - fits BETTER than Rover original! DPB10166 .££58.880 Bumper non-genuine s/steel DPB10165MS £34.80 Bumper non-genuine chrome 14A6779MS £27.60 S/steel Mk1 overider/corner bar kit MSSK025 £114.94 Mk 1 Classic Grilles AS AN ORIGINAL SUPPLIER TO ROVER all our grilles and surrounds are manufactured by craftsmen to fit PROPERLY - as you would expect. Beware of inferior cheap imported grilles offered by some competitors. All UK Made!

14A7299 Austin Mk1 wavy grille slat grille . . . . .£74.40 8B122507 Mk2/3 style also availabble . . . . . . . . .£72.00 24A198 Austin Cooper & “S S” Mk1 -111 thin slats £70.778 24A21158 Morris Cooper &“S” Mk1 wide slats .£72.60 8B12506 Morris Cooper Mk1 staiinlesss steel, with 6” spotlamp holes . . . . . . . . . . .£74.70

Mk 2/3 Grilles All UK Made!

CZH4015MS Blackk grille Mk2/3 . . . . . . . . . . . .£48.60 GRILLE 03 Black grille kit Mk2/3 with 3 surrounds, seatings and fixings . . . . . . . . . . . . . . . . . . . . . .£77.87 ALA6654MS Brightwork grille Mk22/3 . . . . . . . .£447.665 GRILLE02 Brightwork grille kit withh 3 surrounds, seatings and fixings . . . . . . . . . . . . . . . . . . . . . .£81.47

Cooper Grilles ALA6669 Internal release, full slatt, alloy, genuine, brightwork grille . . . . . . . . . . . . . . . . . . . . . . . £46.46 GRILLE 05 as above with 3 surrounds/seatings and fixings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £68.87 ALA6668 External release alloy genuine brightwork grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £46.46 GRILLE 04 as above with 3 surrounds/seatings and fixings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £68.87

Mk2 Stainless Steel Grilles 8B12504 Heavier duty 430 automotive quality s/steel grille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . £63.90 8B12502 As above, with spotlamp holes . . . . . £84.60

Grille Surround - Mk2 Grille 10 Grille surround kit . . . . . . . . . . .££41.770 Also available separately

Includes plastic seatings

FULL KIT £40.66

christmas

All part numbers used are unique and intellectual property of either Mini Spares Centre Ltd or Rover / X parts licensees. Prices are correct at time of going to press, but are subject to change without notice. E&O.E. Export Tel: (+44) 1707 607702

www.minispares.com

9 Harris Road, Porte Marsh Industrial Estate, Calne, Wiltshire SN11 9PT Fax: 01249 721316 Email: spares@somerfordmini.co.uk

www.somerfordmini.co.uk SERVICE

RESTORATION

We EXPORT all over the world!

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Phone for postage rates, it’s CHEAPER than you think!

WE STOCK OVER 10,000 PARTS!

Many NEW and VERY RARE parts are available to buy in our dedicated shop in Calne or visit our online service ENGINE Main bearing strap 2 Bolt - 1275/998 £8.28/£8.28 ARP main bolt stud & nut sets - 1275/998 and ‘S’ £124.57/£124.64 ARP Big End bolt & nut sets - 1275/998/‘S’ £123.97/£97.60/£126.47 Omega forged pistons - Prices from £469.20 Omega die cast pistons (set of 4) - Prices from £309.60 Duplex timing gear set - Standard/Vernier (Kent) £26.87/£143.52 Offset camshaft keys - 1°/2°/3°/4°/5°/6°/7°/8°/9° 10.92 each Cam lube/Timing disc £6.32/£8.42 Competition, lightened cam follower (set of 8) £27.42 Kent cams - Massive range stocked - Prices from £201.48 Kent cam kits (includes springs & followers) £274.49 Genuine Longman cylinder heads - THE BEST! Big range in stock - Prices start from £930.00 Competition valves - Many types in stock: See website for full details Inlet valves 12G940 head - 33mm/35.6mm/37.2mm £19.40/£15.46/£18.71 Exhaust valves 12G940 head - 29mm/31mm/32mm £15.58/£17.12/£18.49 Rimflow 12G940 inlet - 33.3mm/35.7mm/36.6mm £33.56/£33.78/£25.50 Rimflow 12G940 exhaust - 29mm/31mm/32mm £34.99/£25.32/£25.32 Bronze valve guides - Kent (set of 8) £31.32 Double valve springs: (set of 16) Mild & Fast Road/Fast Road/Full Race £26.28/£67.13/£41.30 Competition valve caps - Steel/Titanium (Kent Autos) £3.00/£147.70 Titan - FULL roller rocker sets - TOP QUALITY! 1.3:1 Ratio - 998/1275 or 1.5:1 Ratio - 998/1.5:1 Ratio 1275 £467.288/£565.60 Ribbed alloy rocker cover Silver/Red/Blue £25.54/£32.56/£32.56 Rocker cover cap - Chrome/Monza Style Alloy £5.40/£160.68 Rocker cover fixings - Std type in chrome/Tbar/Button £8.26/£6.96/£8.16 ARP Competition head stud & nut kit - 9 Stud/11 Stud £170.82/£179.80 ARO Competition manifold stud & nut kit £71.30 Competition head gasket - 1275 £12.78 Metro turbo high capacity oil pump £36.48 KAD adjustable oil pressure relief valve £24.91 Stainless dipstick - Silver/Red/Blue £10.20 each Oil cooler - 10 Row/13 Row/16 Row £31.32/£42.62/£48.80 Braided hose pipe kits - All applications in stock - Prices from £34.88 Engine steady top adjustable kits - ERA Type £41.58 Engine steady top adjustable kits - Rose Jointed KAD £63.34 Comp top (fits to thermostat) - 998/1275/1275 with sandwich plate £25.54 each Gearbox steady kit - Right Hand/Left Hand £19.40/£19.85 Repair kit for broken top steady - Many types - Prices from £18.00

COOLING Super cool 2 row radiator - No Switch/With Switch £149.10/£153.30 Alloy 2 row radiator - 1959-1989/1990-1996 £288.00/£270.59 Thermostat blanking sleeve £8.82 Kenlowe electric fan kit £150.00 Cooling hose kits - Many types in stock - Prices from £16.20

AIR FILTERS AND FUELLING K&N replacement element - HS2/HS4/SPi or MPi £47.96/£45.04/£43.52 K&N round filter (centre hole) - HS2/HS4/HIF44 £72.46/£92.92/104.51 K&N round filter (offset hole) - HS2/HS4 £104.51/£71.15 K&N oval 4.75” x 1.75” - HIF44/Weber 40/45 £77.80/£86.17 K&N oval 4.75” x 2.5” - Weber 40/45 £82.64 K&N oval 5.25” x 1.75” - Weber 40/45 £86.77 K&N oval 5.25” x 3.25” - Weber 40/45 £104.51 K&N cone filter - HS2/HS4/HIF44 £72.16/£85.06/£95.34 K&N 57i induction kit - SPi/MPi £104.32/£126.29 K&N crankcase breather £21.85 K&N filter cleaner - 880ml/Filter Oil 330ml £10.68/£7.76 Pipercross cone filter - HS2/HS4/HS6/HIF44 £35.47 each PX3000 SPi filter kit £71.06 Pipercross ram pipe - 30mm or 45mm £17.99 each Foam trumpet sock (pair) £23.76 Alloy inlet manifolds - Single Su - HS2 or HIF44 £31.32 Alloy inlet manifolds - Twin Su - HS2/HS4-6 £72.38/£60.04 Stainless heat shields - HS2/HS4 £12.72 each Polished alloy dashpot cover - HS2/HS4/HIF44 £8.35/£8.95/£9.53

Low friction, longer throttle cable - HS Carbs Twin cable Weber DCOE linkage kit MPi alloy throttle body - Standard/Large Bore Budget alloy filler cap - Aston/Monza Retro 60s filler cap Cooper ‘S’ right hand fuel tank Right hand tank fitting kit Dummy right hand filler neck Facet fuel pump - Cube Solid State Facet fuel pumps - Silver Top - Fast Road/Competition Facet fuel pump - Red Top - Works All unions, fitting kits, etc, stocked Filter King - Alloy/Glass In-Line regulator In-Line glass Pro-Flow filter

£9.71 £41.15 £170.86/£195.10 £14.83/£18.90 £21.82 £368.22 £64.19 £9.00 £38.10 £63.67/£68.24 £68.24 £46.70/£46.43 £26.57 £9.00

MANIFLOW EXHAUST MANIFOLDS & SYSTEMS Standard LCB - Carb/Injection £75.60/£93.24 Stage 2 LCB - Carb/Injection £97.44/£117.60 Big Bore LCB - Standard/Stage 2 £185.64/£387.24 3 into 1 race manifold - Standard/Big Bore £204.96/£282.24 Freeflow 3 into 1 manifold £75.60 Tubular downpipe - Carb/Injection £60.48/£69.72 Turbo downpipe £47.88 Link pipe (downpipe to catalytic converter) £42.64 Maniflow Exhaust Systems. We stock a massive range. Below are a few examples: 1 3/4” Single box - Side Exit/Centre Exit £75.60/£76.44 1 3/4” Twin box (92’ onwards) - Side Exit/Centre Exit £94.92/£95.76 1 7/8” Inj Cat back single box - Side Exit/Centre Box £95.76/£95.76 1 7/8” Cat back single box Twin DTM Side Exit/Centre Box £152.04/£151.20 1 7/8” Single box Side Exit/Centre Exit £89.04/£89.88 2” Comp system twin box - Side Exit/Centre Box £171.36/£159.60 Van & Estate side exit system - Single Box/Centre Box £107.52/£131.88 Catalytic converter replacement pipe £26.98 RC40 full systems - Single Box/Twin Box Side Exit £50.03/£64.80 Fittings, mountings, gaskets, etc, in stock Stage 1 kits. We stock over 25 different kits with many more available to suit your requirements. Here are just a few: 998cc Maniflow system and K&N filter £228.48 Van/Estate Maniflow system and K&N filter £255.36 1275cc Maniflow system and K&N filter £255.36 SPi/MPi Maniflow system and K&N filter £236.88

Cross Pin Differential KAD Quick shift - Remote Change/Rod KAD Internal gear shift kit Selector oil seal stop leak kit

£183.79 £68.64/£126.66 £279.19 £5.14

STEERING Quick rack - RH Drive/LH Drive £81.48/£100.06 KAD Steering rack limiters £11.16 Column dropper bracket (not MPi) £3.00 Motolita steering wheels - Quite simply THE BEST quality class steering wheel you can buy. We stock over 12 different types. Below are just a FEW examples: 14” Wooden with alloy spokes - Flat/Dished £178.92 each 14” Black leather with alloy spokes - Flat/Dished £170.98/£178.92 13” John Cooper signature (wood) - Flat/Dished £246.00/£252.00 13” John Cooper signature (leather) Flat/Dished £252.00/£264.60 Full range of Bosses and Centre Caps stocked. Mountney Steering Wheels - See website for full range 13” Black with alloy spokes - Vinyl/Leather £36.58/£58.80 14” Wood with alloy spokes £71.94 M Range - Black vinyl with black spokes £38.80 M Range - Carbon ﬁbre style/Wood veneer style £50.06 each Boss kit - Traditional/M Range £16.15/£33.72

SUSPENSION & HANDLING

SPAX RSX Coil-over kit - Standard Height/Lowered £598.80 each SPAX Knob adjustable gas shocks - Standard/Lowered £66.00 each KONI Classic adjustable - Standard Height/Lowered £70.98/£80.81 GAZ On-car adjustable - Standard Height/Lowered £52.92 each KYB Gas-A-Just shocks - Front/Rear £33.94 each Top shock brackets for lowered suspension (pair) £32.20 Adjustable ride height units: Standard £26.40 each Competition £30.13 each Competition rubber suspension cone £69.71 each KAD adjustable rear camber/track brackets (pair) £134.95 KAD anti roll bars - prices start from £231.66 KAD alloy swivel hubs (pair) £489.06 KAD on-car adjustable tie rods (pair) £141.58 KAD alloy radius arm - 3/8” Stub Axle/1/2” (pair) £457.39/£457.39 KAD alloy rear hub (pair) £249.48 Competition bump stop kit - Front/Rear £23.48/£23.48 Fixed negative camber bottom arms 1.5° (pair) £51.34 On-car adjustable bottom arms (pair) £71.40 Rose jointed bottom arms (pair) £101.50 Adjustable heavy duty tie rods (pair) £21.60 FLYWHEEL, CLUTCH & GEARBOX Rose jointed tie rods (pair) £113.40 Adjustable rear camber/track brackets (pair) £48.52 KAD Alloy (pre-verto) flywheel (2.78Kg): Inertia Starter/Pre-engaged £401.28/£404.88 Solid front subframe mounts - Top/Front or Rear (set of 4) £21.76/£20.42 Heavy duty suspension bushes Bottom Arm/Tie Rod (set of 4) £6.00/£7.66 KAD Alloy backplate (0.84Kg) £239.50 £7.66/£9.19 KAD Flywheel - Bolt/Key Washer £38.81/£19.40 Rear subframe - Large (set of 2)/Small (set of 4) KAD Ultimate flywheel puller £122.00 TYRES & WHEELS Steel Ultra light (pre-verto) flywheel (3.80Kg): Inertia Starter/Pre-engaged £157.91/£164.00 Falken 145/80x10 SN807 - tyre for standard 10” wheel £44.99 each Steel lightened (pre-verto) flywheel (5.0Kg): Falken 165/70x10 FK-07E - tyre for wider 10” wheel £49.98 each Inertia Starter/Pre-engaged £160.94/£156.40 Falken 145/70x12 SN828 - tyre for standard 12” wheel £49.57 each Lightened steel back plate (1.45Kg) £104.40 FK-07E Falken 165/60x12 ZE912 - tyre for wider 12” wheel £60.40 each Lightened verto flywheel - Carb/SPi/MPi £165.61/£251.83/£202.86 Yokohama 165/70x10 A032-R - multi radius tread tyre £68.86 each ZE912 AP Comp clutch diaphragms - Orange/Grey/Double Grey £40.20/£47.10/£87.85 Yokohama 165/70x10 A008 - asymmetric tread tyre £63.32 each AP Competition clutch plates: Yokohama 165/60x12 A539 - asymmetric tread tyre £68.56 each Fast Road/Fast Road Competition £79.39/ £103.57 A032-R Yokohama 165/55x12 A048-R - semi slick tread tyre £113.87 each Competition £82.73 Yokohama 175/50x13 A539 - asymmetric tread tyre £95.04 each A539 Special tuning straight cut gear sets: Yokohama 175/50x13 A048-R - semi slick tread tyre £118.72 each 3 Synchro Close Ratio/4 Synchro Remote £382.40/526.27 Genuine Minilite Alloys: We stock a LARGE range, please enquire. 4 Synchro Rod Change - Pre A+/A+ £526.27 each Available in Silver or Gold. Here are just a few examples: Clubman rod change A+ £415.80 4.5 x 10” - Drum brakes/Cooper ‘S’ £78.00/£95.22 each All Gears and Components are sold individually 5 x 10” - Drum brakes/Cooper ‘S’ £99.46/£107.10 each Straight cut drop gears: 6 x 10” - ‘Works’ spec £82.54 each Primary gear - 24 Teeth/23 Teeth/22 Teeth £132.67 each 5 x 12” £82.54 each Idler gear (30 Teeth) - Pre A+ / A+ £61.94 each 5 x 13” £97.02 each £110.88 each Input gear - 24 Teeth/23 Teeth/25 Teeth £54.10 each 6 x 13”

This advert only represents 5% of our stock, please phone 01249 721421 for more parts and prices. All prices in the advert include VAT. E&OE - Prices correct at time of going to press. Subject to change without notice.

Somerford Mini has FULL workshop facilities. We are experts at restoring Minis and turn out some of the BEST IN THE COUNTRY. We also offer other services from general repairs and servicing to up-rated engines and suspensions. In fact we cater for anything connected with a Mini. We offer expert advice and a dependable, professional service. Why not visit our ever expanding shop and workshops?

SCAN ME!

RESTORATION

We have over 20 years of unrivalled knowledge and experience. With full workshop facilities and highly skilled staff, we can restore your Mini to the highest standards. We cater for all types and years of Minis and can make your dream come true!

REFURBISHMENT

Sadly every Mini succumbs to the dreaded rust. Our Refurbishment service could be the answer. Typically all ‘skin’ panels are replaced and the car receives an external respray. This will bring your Mini to it’s former glory and give it at least another 15 years of life!

Look at our comprehensive website www.somerfordmini.co.uk Minator Alloys: These are TOP QUALITY Minilite copies 5 x 10” £55.52 each 6 x 10” £57.32 each 5 x 12” £64.43 each 5 x 13” £89.16 each 5.5 x 13” £85.04 each Genuine Revolution Alloys: 6 x 10” - Silver rim with black spoke £59.77 each 5 x 12” - Silver rim with black spoke £60.82 each 6 x 12” - Silver rim with black spoke £69.52 each 6 x 13” - Silver rim with black spoke £97.44 each 7 x 13” - Silver rim with black spoke £92.03 each 7 x 13” - 4 spoke with split rim replica £93.96 each JBW Classic Alloy Replicas: 5 x 10” Dunlop D1 - Black with silver rim £56.77 each 5 x 12” Dunlop D1 - Black with silver rim £67.00 each 5.5 x 13” Dunlop D1 - Black with silver rim £63.60 each 5 x 10” Mamba - Black with polished rim £56.27 each 6 x 10” Mamba - Black with polished rim £56.40 each 6 x 12” Mamba - Black with polished rim £63.60 each 7 x 13” Mamba - Black with polished rim £78.00 each 4.75 x 10” Rose Petal - Matt black with silver rim £98.70 each 5 x 12” Rose Petal - Matt black with silver rim £94.80 each KAD Magnesium Racing Wheels: 6 x 10” - Choice of colour £584.64 each 5 x 12” - Choice of colour £504.00 each Centre lock conversion kit £417.18 each Trilock locking wheel nuts - Available for most Mini alloys £19.92 each Big range of chrome wheel nuts in stock, please enquire. Wheel Spacer Kits: 5mm (3/16”) Spacer shims (pair) £10.86 10mm (3/8” pair) Spacer kit: includes 8 x 55mm studs £19.19 19mm (3/4” pair) Spacer kit - includes 8 x 65mm studs £21.19 25mm (1” pair) Spacer kit - includes 8 stud bolts £25.21 32mm (1 1/4” pair) Spacer kit - includes 8 x stud bolts £22.85 Studs: 50mm overall with 27mm thread £1.63 55mm overall with 18mm thread £1.62 60mm overall with 30mm thread £1.70 80mm overall with 30mm thread £2.56 Alloy tyre valve caps (set of 4) - Silver/Red/Blue £4.74 each

BRAKES Cooper ‘S’ 7.5” Disc brake conversions with: Genuine AP calipers and disc shields £553.39 Genuine AP calipers (without disc shields) £553.39 Non genuine calipers (without disc shields) £360.95 4 pot alloy calipers (without disc shields) £597.36 Conversion kit 8.4” to 7.5” £344.82 4 pot alloy calipers (pair) £372.84 Drilled & grooved uprated discs: 8.4” Std/8.4” Vented (pair) £61.08/£104.33 We can supply the FULL range of World Famous KAD Brakes & Discs - Please enquire EBC Brake pads: 7.5” - Blackstuff/Greenstuff £13.00/£31.86 8.4” - Blackstuff/Greenstuff £13.52/£26.34 8.4” Vented - Blackstuff/Greenstuff £22.19/£37.69 7” Cooper - Greenstuff £26.28 Mintex C-Tech M1144 Brake Pads: 7” Cooper/Cooper ‘S’ £39.37/£51.11 8.4” Standard/Vented £30.64/£63.10 Carbon Metallic Pads - Race use: 7.5” Cooper ‘S’/8.4” Vented £110.93/£94.80 Miniﬁn alloy brake drums - Premium/Budget £132.72/£69.52 KAD Rear disc conversion kit £683.11 Fly -Off handbrake kit £17.56 KAD alloy handbrake kit £29.20 KAD adjustable pedal box £208.58 Master cylinders to suit (pair) £163.51 Goodridge Stainless Braided Hose Kits: Brake lines (car set of 4 hoses) £39.12 4 pot conversion kit - Front £48.79

OTHER SERVICES

Our workshop is fully equipped and has an in-house stock of over 10,000 new parts, enabling our skilled mechanics to perform many vital services for your Mini. These include accident repair, mechanical repair, servicing, MOT tests, modiﬁcation & tuning and re-shells.

More than a website, VISIT the most useful resource tool in the business! Over 12,500 parts fully illustrated and many new and rare parts are available to buy online.

Front only (set of 2)/Rear only (set of 2) Rear - Cylinder to radius arm (long) Servo 1988 onwards (set of 2) Clutch - Diaphragm/Verto Clutch - Master to slave cylinder - RHD/LHD

£23.57/£23.57 SMITHS CLASSIC INSTRUMENTS £25.48 £30.80 We are distributors for these gauges and stock the ENTIRE classic £11.87/£14.71 Mini range. See website for more information. £19.54/£34.64 These are a FEW examples: Black/Magnolia Original Cooper ‘S’ 130 MPH speedo £200.45/£203.58 ELECTRICS & IGNITION Original Cooper ‘S’ 200 KPH speedo £200.45/£203.58 80mm diameter 0 - 8000 RPM tacho £137.28/£142.48 Aldon distributors: 80mm diameter 0 - 10,000 RPM tacho £137.27/£142.48 45D/59D A Series - With Vacuum (yellow) £176.17 52mm diameter dual oil and water gauge £107.84/£109.00 45D/59D A Series - No Vacuum (yellow) £150.07 52mm diameter oil pressure ‘V’ bezel £64.66/£64.80 45D/59D A+ Series - With Vacuum (yellow) £176.17 52mm diameter water temp ‘V’ bezel £38.66/£41.56 45D/59D A+ Series - No Vacuum (yellow) £176.17 52mm diameter volt meter £38.66/£41.56 45D/59D Race - A Series/A+ Series £150.07/£176.17 52mm diameter ammeter £38.66/£41.56 45D/59D Side entry conversion - Dizzy Cap/Rotor £9.94/£2.34 52mm diameter oil temperature £38.66/£41.56 Lucas sports coil - Ballasted/Non Ballasted £21.31/£17.10 52mm diameter fuel gauge £38.66/£42.76 Stainless coil mounting bracket £5.94 52mm diameter analogue clock £73.68/£75.05 Aldon ignitor electronic ignition kits: Binnacles, Housing and Fittings: 25D - POSITIVE earth/NEGATIVE earth £121.80/£121.80 Original centre binnacle for speedo and 2 aux gauges £34.31 45D - RED points/BLUE points £110.88/£120.22 Chrome Beading to suit/Securing Clips £17.83/£1.68 Lumenition electronic ignition kit - 25D/45D £89.62/£93.96 Conversion wiring harness (offset to centre clocks) £46.25 Performance silicon HT leads, available in the following colours: 80mm diameter rev counter pod Black/Chrome £16.48/£24.23 Black £10.80 Blue, Clear, British Racing Green or Red £12.25 Under dash mounting plinths: 1 x 52mm gauge/2 x 52mm gauge £9.58/£7.15 1 x 80mm gauge/1 x 80mm and 1 x 52mm gauge £13.97/£13.97 LIGHTING Oil pressure pipe - Nylon/Stainless £7.67/£24.18 WIPAC Quadoptic halogen headlamp kit - RHD/LHD £42.50/£52.42 T Piece/Adapter Union £7.48/£4.60 WIPAC Freeform ‘Range Rover’ kit (less bulbs) £44.70 Oil temperature take off kit £25.20 Rover MPi speciﬁcation kit £54.00 Coloured dial face conversion kits (‘88 onwards only) Lucas RSP Cooper headlamp £35.56 each 2 or 3 clock ‘offset’ displays available in magnolia, white, £14.35 pair silver, red, blue, green and yellow Stainless headlamp stoneguards (pair) £31.20 Stainless headlamp peaks (pair) £15.26 pair Chrome rear number plate lamp £15.32 BODY CHROME, BRIGHTWORK £43.39 Clear rear lens conversion kit (including bulbs) & FITTINGS Clear indicator lens kits (inc. bulbs): Pre ‘88/‘88-’96 or Side £7.66/£8.68 MK l ‘Moustache’ Grilles: Works Lucas style boot mounted reversing lamp £94.90 MK l Austin ‘Wavy’ £86.05 Driving Lamps and Covers: Genuine Rover lamps - Driving/Fog £63.52/£72.98 MK l Austin Cooper - Internal Release/External Release £89.04/£69.88 MK l Morris Cooper Internal Release/External Release £71.92/£75.28 £25.10/£25.10 WIPAC chrome lamps - Driving/Fog (pair) £87.66/£10.44 WIPAC 6.7” Black driving lights (pair) £20.30 ‘Moustache’ - Surround/Whisker MK ll Onwards Grilles (1969 - 2000): Ring Road Runner - Black Fit Spotlamp Grilles (pair) £33.17 Cooper (8 slat) - External Release/Internal £49.22/£49.24 Genuine Rover branded ‘Mini’ lamp covers £30.64 £97.12/£89.62 Genuine Rover branded ‘Cooper’ lamp covers £37.50 Cooper spotlamp grille - External or Internal £69.40/£56.28 Spot lamp mounting brackets - Genuine Rover/Stainless £10.56/£7.20 Mayfair, etc (10 slat) chrome grille - External/Internal City, etc (10 slat) black grille - External release only £52.25 Retro ‘Wavy’ chrome grille - External/Internal £79.18/£79.18 WINDSCREENS & WIPERS 3 piece grille surround kit £38.96 Front screen - Green Top Tint £46.80 Internal bonnet release kit £23.65 Front screen, laminated and heated - Clear £161.82 Quick release grille buttons Front screen, laminated and heated - Green Tint £163.40 Chrome/Black/Alloy £8.56/£11.28/£11.33 Works type Monte Carlo with buzz bars £233.16 Exterior Fittings: Wiring kit for heated screens £28.64 Chrome gutter trim £10.21 Tex ‘British-made’ stainless wiper arms Stainless seam cappings £11.53 & blades: £60.04/£48.55 Wiper arm (RH park) - Standard £8.70 Stainless bumper - Genuine/Non Genuine Chrome handle set 3-piece (1969 onwards) £64.69 Wiper arm (LH park) - Standard £8.70 Stainless door scoop scratch plates £4.74 Wiper arm (RH park) - Heavy Duty £11.64 £77.11/£66.89 Wiper arm (LH park) - Heavy Duty £11.64 Deadlock security locks - External Hinge/Internal Hinge £20.26 Wiper blade - Standard/Heavy Duty 7.92/£8.39 Stainless door step plates (self adhesive) Chrome boot hinges (Non-Genuine) £13.14 Chrome wheel box bezel kit Door Mirrors: 6 Sided Nut/8 Sided Nut £5.94/£6.88 Stainless Tex, plinth mounted £22.85 each Stainless wiper blanks (pair) £5.62 Optional chrome plinth £9.61 each Chrome washer jets (pair) Single/Twin £6.13/£6.48 TOP QUALITY Tex bullet mirror, plinth mounted £34.44 each Stainless wiper motor strap comes with rubber insert £6.84 TOP QUALITY Domed ‘Grand Prix’ style £25.48 each Chromed plastic rectangular mirror £27.49 each LUXURY ITEMS Other Mirrors: Clip-on overtaking mirror/Chrome rear view mirror £36.54/£26.98 each Central locking kit £101.80 FULL range of Tex viewmaster wing mirrors in stock. Please enquire. Interface for Rover alarm system £31.92 Electric window kit £228.12

Tel: 01249 721421 Fax: 01249 721316

Turn over the page for more products

www.somerfordmini.co.uk

WE STOCK OVER 10,000 PARTS!

Many NEW and VERY RARE parts are available to buy in our dedicated shop in Calne or visit our online service

Visit us online or call in to our shop in Calne for all your Classic Mini requirements BODY FITTINGS & ACCESSORIES

SEATS, HARNESSES & SEAT BELTS

Genuine Rover rear mudflaps (pair): Mini/Cooper/Cooper Winged £31.04/£31.13/£34.81 Wind deflectors- clip to doors (pair) £56.16 Webasto electric folding sunroof £958.80 Front under-wing liners - helps stop rust (pair) £87.00 Standard black plastic wheel arch kit £27.38 Sports pack arch kit - Genuine/Non-Genuine £312.50/£50.46 Group 2 Works arch kit - SUPERB QUALITY £82.80 W&P style fibreglass arch set - BEST AVAILABLE £97.02 Sump Guards: Innocenti ‘Fire Grate’ type (road use) £34.80 Budget lightweight alloy (road use) £68.74 Square front alloy - Fast Road/Light Competition £108.36 Round front alloy (off road use) £113.40 Extension piece for round & square front £58.73 Works Quick lift jack brackets (pair) £26.10 Badges & Decals: Massive range of original and accessory badges in stock. See website for FULL range Speedwell plate - Black/Silver or Yellow/Black £8.10/£8.10 Speedwell cast bonnet badge £16.08 Broadspeed plate £7.30 Downton cast badge £10.21 ‘Mini Special’ boot badge £18.18 Crossed flags cast badge £12.60 Union Jack cast badge £6.64 ‘GB’ - Bolt-on/Stick-on £18.00/£20.26 ‘Special Tuning’ rocker cover decal sticker £3.78 ‘Special Tuning’ shield decal sticker £3.05 ‘BMC’ rossette decal - External/Internal £5.06/£5.04 ‘Special Tuning’ decal rossette external £5.08 ‘Speedwell’ decal - Int or Ext 50mm/Int or Ext 75mm £2.04/£3.05 ‘Alexander Converted’ decal £7.09 Union Jack - Stick-on decal £3.28 Roof kits - Union Flag/Chequers £41.76/£47.83

Cobra Clubman - Black Fabric £172.49 each Cobra Clubman - Coloured Fabric £228.06 each Cobra Classic - Black Vinyl £166.36 each Cobra Classic - Dual Colour £165.95 each Cobra Monaco Pro Black Fabric/Coloured Fabric £179.34/£268.38 each Cobra Le Mans recliner - Black Vinyl/Fabric £382.20/£361.21 each Cobra Sunframe - Non Locking/Locking £49.20/£61.96 each Corbeau New Clubman - Black or Coloured Fabric £186.80 each Corbeau Targa recliner - Black Vinyl or Dual Colour £284.18 each Corbeau Forza sport - Black or Coloured Fabric £194.40 each Corbeau GTB recliner - Black Fabric £383.63 each Corbeau GTB recliner - Black Leather £755.88 each Corbeau GTS recliner - Black Fabric £417.65 each Corbeau GTS recliner - Black Leather £757.09 each Securon Seat Belts: Inertia front - Black/Red, Blue, Grey or Beige £40.16/£54.08 each Static front - Black only £27.80 each Rear lap - Black only £18.52 each Rear lap & diagonal - Black only £22.36 each Rear Inertia - Black only £39.50 each Securon Harnesses: FIA approved 4 point Aero buckle Black, Red or Blue £116.57 each 3 point bolt-in buckle - Black, Red or Blue £38.89 each 4 point bolt-in buckle - Black, Red or Blue £40.13 each Eye bolt & plate (set) £4.32 each Safety Devices Roll Cages: FIA approved front cage £214.37 FIA approved rear, ﬁxed diagonal - RHD/LHD £297.32 each FIA approved rear, removeable diagonal - RHD/LHD £361.16/£375.60 Road rear - No Diagonal £232.33 FIA approved door bar £63.18 Carpet Sets (all RHD) - Please enquire for LHD: Standard 9 piece saloon set Black/Charcoal £46.51 each Standard 8 piece vans & pick ups set - Black £35.88 Deluxe 9 piece set - Deep pile & bound edges: Available in Black, Red, Grey, Beige, Brown, Light Blue, Navy and Green £99.24 each Deluxe estate set - Available in above colours £152.34 each Carpet fastener set £6.61 TOP QUALITY 4 piece overmat set - Black, Red, Charcoal £45.82 each Sound Insulation: Self adhesive bitumen pads - 500x500mm/500x200mm £8.38/£4.74 Under bonnet kit - Mini/Clubman £20.04/£23.05 Engine bulkhead - 1959-1969/1969 onwards £14.98 each Carpet underlay - Pre cut £34.90 Insulating felt - Per square metre £12.26 Boot Accessories: Boot lid liner (as per Cooper ‘S’) £14.72 Genuine Rover load liner plastic tray £39.64

INTERIOR STYLING Dashboards: 56 different configurations, available in Walnut, Aluminium, Real Carbon Fibre and Charcoal finishes: Walnut 3 Piece with Centre clocks £148.27 Walnut 1 Piece with Centre clock £148.27 Walnut 2 Clock - RHD/LHD £148.27/£148/22 Walnut 3 Clock - RHD/LHD £148.22/£148.22 Walnut 3 Clock with 3 extra gauges - RHD/LHD £148.27 Real carbon fibre with centre clocks - 1 Piece/3 Piece £189.35/£198.14 Real carbon fibre 2 Clock - RHD/LHD £196.12/198.14 Real carbon fibre 3 Clock - RHD/LHD £196.12/£191.44 Real carbon fibre 3 Clock with 3 extra gauges - RHD/LHD £196.14/£203.02 Aluminium with centre clocks - 1 Piece/3 Piece £148.22/£148.27 Aluminium with 2 clocks - RHD/LHD £143.22 /£148.22 Aluminium with 3 clocks - RHD/LHD £143.26 /£148.02 Aluminium 3 Clock with 3 extra gauges RHD/LHD £148.22/£143.26 Charcoal with centre clocks - 1 Piece/3 Piece £129.42/£138.31 Charcoal with 2 clocks - RHD/LHD £143.26/£143.27 Charcoal with 3 clocks - RHD/LHD £143.27/£143.26 Charcoal 3 Clock with 3 extra gauges - RHD/LHD £143.26/£148.22 Capping Sets: Front & Rear (set of 4) - Walnut or Charcoal £148.27/£146.82 Real carbon fibre £160.57 Handles: Window winders (pair) Walnut/Carbon/Charcoal £55.38/£70.31/£52.91 Door release (pair) - Walnut/Carbon/Charcoal £53.51/£64.00/53.51 Door pull (pair) - Walnut/Carbon/Charcoal £53.51/£74.11/£52.91 Chrome Handles: Window winders with bezels (pair) £35.88 Door release with bezels (pair) £32.29 Door pull (pair) will not fit original holes £35.84 Alloy latch plates (pair) £7.06 Alloy handle set - 10 Piece £37.42 Gear Knobs: Wood or leather with choice of emblem £8.71 each Emblem - Mini/Cooper/Union Jack/Crossed Flags, etc £1.02 each Alloy ‘Ball’ style £9.65 Alloy MK l style £8.34 Cooper sport 500 style £9.65 Walnut (Rover option) £20.22 Charcoal finish £19.51 Real carbon fibre £30.52 Handbrake Grips: Ribbed alloy £6.41 Carbon/Walnut/Charcoal £30.42/£19.28/£20.26 Other: Chrome face vent bezels (pair) £7.06 Chrome de-mist vent - MK l, MK ll, etc. £12.25 each Paddy Hopkirk pedal extension £8.12 Seat adjuster brackets (pair) £4.39 Column dropper bracket £3.00

Dinitrol Rust-Proofing: Rust converter (1L) £29.40 3125 Corromax cavity Wax £14.22 4941 Underbody Wax (1L) £12.55 Complete wax kit - 2 wax, 2 underbody, 1 converter, 1 gun £113.24 Paints and Sprays: Brush-on / Aerosol BMC engine paint (Green, Black, Red, Yellow) - Pre ‘62/Post 1’62 £11.02 each Silver spray can (Engine, wheels, etc) 400ml aerosol £10.58 Black crackle finish (ideal for heater, wiper motor, etc) £10.50 Oils and Fluids: NEW Evans Classic Cool 180° Coolant (5L) £63.95 NEW Evans Classic Cool 180° Coolant (2L) £29.95 NEW Evans Prep Fluid (5L) £39.95 NEW Evans Prep Fluid (2L) £16.31 NEW Evans Power Cool 180° Coolant (5L) £64.96 NEW Evans Power Cool 180° Coolant (2L) £29.95 Kent Cam lube (250ml) £6.32 DOT 4 brake & clutch fluid (500ml) £6.70 Silicon brake & clutch fluid (1L) £35.74 Unipart engine oil (5L) - Multigrade 20W/50/Synthetic 5W/40 £28.80/£22.54 Hydrolastic fluid (5L) £23.70 Car Covers: Tailor Made, Door Mirror Pockets, Elastic Hem & Carry Bag Saloon - Waterproof £100.50 Saloon - Indoor (Showerproof) £55.24 Saloon - Dust £43.16 Estate & Van - Waterproof/Indoor (Showerproof) £99.98/£66.38 Badges, Key Fobs, Books, CDs, etc: Leather key fobs (Various Motifs) £3.62 each Lapel badges (Various Colours) £3.12 each Fridge magnets £3.05 each Heritage technical CD Roms £18.32 each Factory drivers handbooks Cooper & ‘S’/MKI/MKII/MKIII £12.63 each Haynes manuals - ‘59-’69/‘69-’01 £25.00/21.60 Haynes manuals - Restoration £19.00 Tuning the A Series Engine by David Vizard £21.95 Original Mini Cooper & ‘S’ by John Parnell £27.50

TOOLS AND MISCELLANEOUS Cylinder honing tool £41.72 Compressors - Piston ring/Valve spring £16.16/ £21.77 Compression tester £58.40 Oil ﬁlter remover £20.47 Flywheel puller - Diaphragm & Verto £60.90 Flywheel puller - KAD Version £122.00 Long ball joint socket £19.76 Ball joint splitter - Scissor Type £28.68 Cone compressor - Metric & UNF £60.90 Rear hub puller £11.38 One man brake bleeder £10.22 Brake adjuster spanner - 5/16” square £5.94 Clutch oil seal tool £29.62 Flywheel locking tool £17.40 Imperial feeler gauge set £4.20 Hydrolastic pump - with vacuum £743.62 1st motion bearing puller £112.80 1 5/16” socket - Steering Wheel / Subframe Tower Bolt, etc £9.70 Windscreen ﬁller strip tool £23.93 12 piece screwdriver set £13.56 39 piece socket set 1/4” drive £10.96 42 piece socket set 1/2” drive £75.13 22 piece combination spanner set £24.20 3 piece set - Locking Grip / Aviation Snip £8.87 each 3 piece plier set £7.33 Hand rivetter £5.09 Consumables: Blue Hylomar - 100g Tube £8.66 Red Hylotite 50gms £5.88 Windscreen sealant - 300ml Cartridge £8.70 Car body seam sealer - 300ml Cartridge/1Kg Brush-on £9.54/ £23.18 Weld-through zinc sealant - 400ml Aerosol £18.00

Tel: 01249 721421 Fax: 01249 721316

FREE

CATALOGUES For your FREE copy of the CLASSIC MINI ACCESSORIES and/or BODY PANEL catalogue, please phone us on 01249 721421 or email: spares@somerfordmini.co.uk

SCAN ME!

www.somerfordmini.co.uk

ISSUE: 271 Kelsey Media, Cudham Tithe Barn, Berrys Hill, Cudham, Kent, TN16 3AG ■ WEB: www.minimag.co.uk ■ FACEBOOK: www.facebook.com/minimagazine

EDITORIAL

■ EDITOR: Jeff Ruggles Email: jeff.ruggles@kelseymedia.co.uk ■ CONTRIBUTOR: Stephen Colbran Email: info@stephencolbran.co.uk ■ ART EDITOR: John McAllister Email: hijohnmac@yahoo.com

Neal’s brilliant 1275 GT cover star is a work of art!

REGULAR CONTRIBUTORS Matthew Barrington, Dan Bevis, Jeroen Booij, Ade Brannan, Keith Calver, Willy Carson, Ryan Cowley, Cooper and Scout, Chris Frosin, Dan Furr, Tim Harber, Gerard Hughes, Patricia Käsehagen Webb, Josh Kelly, Alex Kinsman, Martyn Collins, Martyn Morgan-Jones, Marc Stretton, Adam Walker, Matt Woods

ADVERTISING Advertising Manager: Jason Baker - jason@akronmedia.co.uk Tel 07710 096548

PRODUCTION Production Supervisor: Joe Harris Tel 01733 362318 Team Leader: Melanie Cooper Tel 01733 362701 Email: kelseyclassic@atgraphicsuk.com

MANAGEMENT Managing Director: Phil Weeden Chief Executive: Steve Wright Chairman: Steve Annetts Finance Director: Joyce Parker-Sarioglu Retail Distribution Manager: Vicky Ophield & Emma Dublin Audience Development Manager: Andy Cotton Brand Marketing Managers: Debra Hagger & Nikolas Lovely Events Manager: Kat Chappel Publishing Operations Manager: Charlotte Whittaker

SUBSCRIPTIONS 13 issues of Mini Magazine are published per annum UK annual subscription price: £59.80 Europe annual subscription price: £72.99 USA annual subscription price: £72.99 Rest of World annual subscription price: £79.99 UK subscription and back issue orderline: 01959 543747 Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 Customer service email address: subs@kelsey.co.uk Customer service and subscription postal address: Mini Magazine Customer Service Team Kelsey Publishing Ltd, Cudham Tithe Barn, Berry's Hill Cudham, Kent, TN16 3AG, United Kingdom Find current subscription offers via: shop.kelsey.co.uk/mmg Buy back issues via: shop.kelsey.co.uk/mmgback Already a subscriber? Manage your subscription online: shop.kelsey.co.uk/myaccount www.kelseyshop.co.uk

CLASSIFIEDS Tel: 0906 802 0279 (premium rate line, operated by Kelsey Publishing Ltd. Calls cost 65p per minute, plus your telephone companies access charge. Lines open Monday-Friday, 10am-4pm) For complaints or any queries about the premium rate number, please call 01959 543723, available 9-5pm, Mon-Fri. Email: cars@kelseyclassifieds.co.uk Address: Kelsey Classifieds, c/o Talk Media Sales, Mini Magazine Classifieds, Kelsey Media, PO Box 13, Cudham, Westerham, Kent, TN16 3WT

DISTRIBUTION Seymour Distribution Ltd, 2 East Poultry Avenue London, EC1A 9PT www.seymour.co.uk

PRINTING William Gibbons & Sons Ltd, Willenhall, West Midlands Kelsey Media 2017 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. Kelsey Publishing Ltd uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit www.kelsey.co.uk , or call 01959 543524. If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email or SMS. You can opt out at ANY time via email: data.controller@ kelsey.co.uk or 01959 543524. Mini Magazine is available for licensing worldwide. For more information, contact bruce@bruceawfordlicensing.com

fter 12 years of working for the magazine, I’m struggling to recall seeing a Mini built with such incredible attention to detail as this month’s cover star. Not only has Neal Hynard produced a 1275 GT with perfect bodywork and a stonker of an engine, he’s even gone as far as polishing every nut and bolt. I’m a big fan of GTs, so it was a natural choice for an issue that will sadly be my last as editor of this great publication. It’s not been an easy decision. Minis mean absolutely everything to me, and have done for as long as I can remember. I started at the mag as the work experience kid in 2005, and I’ve now been involved in 151 issues - more than half of the 271 produced so far. I can honestly say the last 12 years have been the best of my life, and the magazine has enabled me to see cars, people, places and cultures that I never imagined I would. All good things come to an end though, and I’m excited about a new role with one of the longestrunning car clubs in the world. Mini Magazine will continue to thrive under a talented team of enthusiasts, and you’ll see a new face writing in this space next month. The new editor will

be able to bring great new ideas to keep the mag at the forefront of the Mini scene, although I can guarantee you haven’t seen the back of me completely, for I’ll still be contributing and going to as many shows as I can. After all, I do have nine Minis to think about! I’d need an entire magazine to name all the fellow writers, specialists and, of course, readers who have supported me in my dream job. A huge thanks to you all – I’m proud to say that I’ve made friends for life. Enjoy the mag, and I hope to see you again very soon...

Jeff Ruggles Editor, Mini Magazine

NEXT ISSUE ON SALE: DECEMBER 8 2017

EMAIL minimag.ed@kelsey.co.uk

W W W. K E L S E Y.C O. U K

FACEBOOK www.facebook.com/ minimagazine

WEBSITE www.minimag.co.uk

CONTENTS December 2017 ISSUE: 271

FEATURES

Motorsport news

14 PROPER JOB

Gemma Thorogood’s custom Mayfair ended up changing her whole career!

Mini scene news

42 ON THE JOB

Hannah Garlington and Alex Groves are raiding their stocks to build a retro beauty.

46 REVERSE PSYCHOLOGY

Castle Combe Custom Mayfair

Neal Hynard’s amazing ‘baby Bentley’ 1275 GT has to be a contender for the best slab-front rebuild of all time...

56 COMMERCIAL GAINS

Ben Bourdaire’s 1965 Pick-up combines standard looks with clever engineering.

64 WORK TOGETHER

Dermott Simpson is lucky enough to own two genuine ex-Works MkII Minis.

72 FAITH OF A FEW

We visit Mini Sport for an exclusive behind the scenes insight on its role in MINI’s amazing new advertisement.

MINI SCENE

20 NEWS

The latest stories from the world of Minis, including a new role for Paddy Hopkirk.

24 MOTORSPORT

Stunning GT

A triple-header of Mighty Mini action, the final Mini Sport Mini Cup round and news of the latest Mini Se7en champion.

28 MINI ACTION DAY

Minis head to Castle Combe for this busy annual track-based spectacular.

32 AMALFI COAST RALLY

Mini Passion Campania enjoys a picturesque Italian coastal adventure.

34 OH SO RETRO SHOW

Minis join over 1400 retro cars at this increasingly-popular Margate event.

38 EVENTS

Plan your Mini show exploits for next season and beyond right here.

40 YOUR MINIS

Cool Minis submitted by our readers.

FREE ADS in our Find your perfect partnerE 109 classified section. PAG

56 1965 Pick-up

Visit Mini Magazine online www.minimag.co.uk

Readers’ rides

minimag.ed@kelsey.co.uk

FACEBOOK

WEBSITE

facebook.com/ minimagazine

www.minimag.co.uk

MINI TECH

Diff shimming

Project updates

81 HOW TO

We check out MED’s new competition front-mounted radiator set-up.

86 ASK THE EXPERT

Our tech expert Keith Calver answers all your Mini technical queries.

On the Job

90 PRODUCTS

The latest selection of parts and goodies to lavish upon your Mini.

92 CALVER’S CLASSROOM

Our resident tech guru Keith takes a look at A-Series differential shimming and the various different considerations.

96 OUR MINIS

Keith continues work on his Clubman Estate project, Stephen has a new toy and Jeroen’s Marcos is getting ever more complete.

Works pairing

MINI advert

Cooling kit fit

Subscribe to Mini Magazine Save money with by selecting one of our subscription options. See page 114.

Performance Engines

Cylinder Heads

Reconditioned Engines For over 49 years Mini Sport have been producing a range of remanufactured engines built on a long established commitment to engineering excellence and customer satisfaction.

Nearly 50 years in development, with British craftsmanship, Mini Sport Modified Cylinder Heads are World Class!

minisport.com for full range or call our experts today...

(all prices are exchange, we need your old cylinder head)

Mini Road (Stage 2) Improved gas flow, increasing power and economy. Perfect for town, traffic & open roads. 850cc, 998cc, 1098cc - (29mm/25mm) £759 1275cc incl injection - (35mm/29mm) £747 Road Sport (Stage 3) Improved gas flow, larger valves, designed for maximum Power, Torque & Economy. 1275cc A+, A series carburettor models only £900 Grand Tourer (Stage 4) Greater gas flow & competition valves, engineered for mid range Power & Torque for better economy. Perfect for overtaking & long journeys. 850cc, 998cc, 1098cc - (32mm/28mm) 1275cc incl injection - (35mm/30mm)

£1076 £1024

Full engine & gearbox units also available

Recon' Cylinder Heads

850cc, 998cc, 1098cc 1275cc A+, A series

£304 £296

Dynamic 1293cc (from 90 bhp) & 1380cc (from 104 bhp) engines, originally developed in our competition Mini’s way back in the 1960’s. Continually developed & perfected over the last 50 years, these engines are a must have for today's exciting breed of Minis. 1293cc or 1380cc, Choose yours! Engine Kits Stage 2 Stage 3 1293cc Half Engine Kit £936 £1068 1380cc Half Engine Kit £1073 £1213 1293cc Short Engine Kit £1233 £1365 1380cc Short Engine Kit £1370 £1510 1293cc Full Kit (carburettor model) £1950 £2221 1380cc Road Kit (carburettor model) £2088 £2299 Built Engine Stage 2 Stage 3 1293cc Carburettor engine, ready to fit £2426 £2705 1380cc Carburettor engine, ready to fit £2563 £2783 1293cc Injection engine, ready to fit From £2485 1380cc Injection engine, ready to fit From £2622 minisport.com for full range or call our experts today...

Finished to the highest standards to original specifications, a simple replacement for the original cylinder heads.

(all prices are exchange, we need your old cylinder head)

Mini X-Flow 7 Port Head

Alloy Roller Rockers Gives valves higher lift without changing the camshaft, also increases efficiency and reduces wear. 1.3 Ratio - standard 1.5 Ratio - uprated fast road 1.7 Ratio - competition

Only

£182

£182 £182 £182

Camshafts & Kits ‘Gain over 20BHP on standard engines’

Manufactured to your exact specification. Maximum performance, torque & reliability! 1275cc engines only. Casting with valve seats & guides From £1705

Stage 1 Tuning Kits From Only

£139

over

20% Power Increase

Increased power, top speed & acceleration, with better fuel consumption & maintaining engine reliability. Carburettor type - Full kit From £210 Carburettor type - Half kit no exhaust From £139 Injection type - Pipercross filter £307 Injection type - K&N filter From £344

Mini Injection Tuning Kits from

35% Power Increase

From Only

£202

Kent Cams Camshaft only Kent Cams Camshaft Kits

Pistons All sizes available. Prices sets of 4. 998cc Dished - circlip fit From £245 1380cc Powermax 73.5mm Set £331 1275cc Slipper High comp From £240

Reconditioned Gearbox Completely reconditioned in our own workshops. The casing is chemically cleaned and then fully rebuilt with new bearings, shafts and baulk rings, ready to fit

Rod type gear change - 850cc to 1275cc A series Rod type gear change - 998cc to 1275cc A+ Remote type gear change - 850cc to 1275cc

£709 £716 £709

(all prices are exchange, we need your old gearboxes)

Straight Cut Gearbox Straight cut close ratio 4 synchro gearbox & differential. Expertly reconditioned in our workshops, then fully rebuilt with new bearings, shafts and baulk rings.

Rod Change Gearbox (exchange) Remote Change Gearbox (exchange) Straight Cut Gear Kit (Close ratio 4 synchro) Straight Cut Drop Gear Kit

£1406 £1403 From £484 £233

Engine Timing

manufactured for Mini Sport, perfect for reconditioning. A series rod & remote type gear change £96 A+ rod type gear change £98

Oil Pumps

Reconditioning Kits Completely matched set of Mini

Slot drive 998cc or 1275cc Peg Drive 998cc Slot drive Turbo Spider drive 1275

Bearing Kits Full set of Top Quality gearbox bearings

Sport top qulity products for reconditioning Mini Gearboxes. A series rod and remote £237 A+ rod change £233

£16 £17 £39 £17

4 Pinion Diff

Gaskets, Sets & Seals

Oils & Filters

From £238 £368

(all prices are exchange, we need your old units)

Simplex set £26 Duplex set £33 Lightened Duplex set £56 Light Vernier Duplex set £114 Kent Vernier Timing Std £168 Kent Timing disc £12

Crankshafts

Reground, exchange Wedged, Reground 998cc or 1275cc exchange

E&G/box

From £3100

From £202 From £262

Precision reground by the experts at Mini Sport.

£1268 £1410

Engine

From £1971

*E&G - Engine and Gearbox

Gearbox Repair Kits

minisport.com for our full range...

Engine Full Set From £11 Gearbox set - all Minis £10 Head Full Set From £11 Copper head gaskets From £11 Manifold gaskets From £1

85bhp SPi Mini tuning kit, exchange 90bhp MPi Mini tuning kit, exchange

Engines 850cc - 1275cc

Classic Oils Castroll XL20w550 ( 4.55Ltr)) Castrol XL20w50 ( 1 Ltr) Millers Classic Mini 20/50 (5Litres) Millers Sport CTV 20w-50 (5litres)

Pot Joint type Rubber Coupling type

£257 £257

Designed, developed and CNC manufactured by Mini Sport in the U.K. The strongest power delivery to the road without using an L.S.D. Equal Length Driveshaft Kit (Hardy Spicer)

£575

Essential Gearbox Parts £31 £7 £30 £49

Oil Filter Head - Spin On - A series Oil Filter - Spin On type Oil Filter - Spin On - 1996 on (PH4952) Oil Filter Element - Early pre Spin On

Magnetic Oil Trap Removes any metal particles from the oil. Magnetic Oil Trap Kit £24 £17 £4 £5 £6

Centre Oil Pick-up Essential for all fast road & competition Minis Centre Oil Pick-up pipe £29

Carburettors

Steel Flywheels 1 piece billet flywheels in 4.154Kgs, 4.432Kgs or 4.028Kgs.

All jets & service kits available!

40-45 DCOE Carburettor £422 40-45 DCOE Kit £670 7 Port Linkage £114

Pre-engaged type £140 Inertia type £133 Lightened Steel Pressure Plate £85

Clutch Plates Standard Pre Verto Standard Verto (1982-90) Competition type Sintered Metallic Full Race

£39 £48 £95 £211

Heavy Duty Pre Verto £48 Heavy Duty Verto £36

From Only

£36

Engine Stabilisers

Single SU Carbs

HS2, HS4, HIF44 From £248 Twin SU Carbs Kits

From £29

Only

£20

Gearbox steady kits RH or LH Side

Each £20

Quickshift Gearlever Improved feel & slicker gear changes.

Rod or Remote Gear Change type Quickshift

From Only

£34 From £34

Standard Exhaust Catalytic Converter £71 Catalyst Removal Link Pipe From £29 Cooper Carb Downpipe £55 Injection Downpipe £53 998/1098/1275 Twin silencer system £59 Estate/Van/Pick-up Twin silencer system £74

MPi Mini, quick & low cost upgrade

Rubber cone, genuine £39 The ONLY genuine rubber cone Top Arm - LH or RH £53 Dr Alex Moulton by Top Arm REPAIR KIT £14 Top Arm SHAFT £8 Bottom Arm BUSH, Each £1.52 Tie rod with bushes Each £14 Tie rod bush, standard 65p Radius Arm, exchange Each £127 Radius Arm REPAIR KIT £10 Top shocker mount RH or LH £14 Ball joint kit (1 side) £9 Knuckle joint £5 Bump stops From £4 Rebound buffer, front £3

1 1/4" HS2 1 1/2" HS4

Inlet Manifolds

£184

FACET Electric Fuel Pumps Fast Road Solid State Pump Kit £49 Comp. Solid State Pump Kit £51 Silver top Comp. Interrupter Kit £91 Red top Comp. Interrupter Kit £97 Fuel Filter King From £53 Petrol King Pressure regulator £52 Airfilter Mini Sport PiperX K&N 1 1/4''HS2 £36 £103 1 1/2''HS4 cone £35 £36 £83 HIF 44 cone £37 £36 £94 SPi Induction kit £77 £103 MPi Induction Kit £77 £124

Cooling Alloy 2 core radiator From £115 2 core super cool radiator From £123 4 core radiator £149 Cooper‘S’/GT radiator £71 Mini SPi radiator £130 Mini MPi radiator £94 Expansion Tank & Cap - MPi £79 Thermostats From £3 Radiator Caps (7-15lbs) From £4 Rubber Hoses full range From £3 Fans/Belts

11 Blade plastic fan 6 Blade steel fan, yellow Fan belts

£16 £42 From £3

Water Pumps

High Capacity MPi water pump

Superflow Exhausts £77 £77 £85 £85 £85

Great performance & value!

Superior mirror polished stainless exhausts with lifetime warranty.

Twin round CAT system Twin round LCB system Twin DTM CAT system Twin DTM LCB system 3" Side CAT system 3" Side LCB system

£221 £245 £217 £242 £179 £204

Twin Round Twin DTM 3" Side Exit

LCB Manifolds Pro-Flow LCB Maniflow Superior LCB Maniflow large bore LCB Maniflow stage 2 LCB Maniflow large bore 3into1

£69 £80 £210 £109 £269

£16 £17

Cylinder Head Mounted Valve Inline Valve (1990-96) Inline Valve MPi (1997on)

£17 £30 £30

Mk 1 & 2 1959-1969 Mk 3 1970-1984 Mk 4 1984-1990 Mk 5 1991-2001

£85 £59 £52 £65

Heater Matrix

Alternators & Starters 16/17ACR pre‘80 NEW 45 Amp‘80-’85 exchange 55 Amp‘85-’96 exchange 70 Amp‘85-’96 inc SPi NEW MPi‘97-’01 exchange Dynamo - NEW

Starter Motors Choose the right exhaust to release power, call our experts today and find yours!

The World’s greatestt exhausts for your Mini.

LCB Single Box System Side exit LCB Twin Box System Centre Exit CAT Twin Box System Side Exit CAT Twin Box System Center Exit CAT Twin Box Twin DTM System Centre Exit

From £94 From £103 £138 £139 £190

£772 £772

Alloy water heated £44 Weber 40/45 DCOE Fr. £128 Twin HS2 or HS4 Fr. £106

Heater Valves

Side Exit, LCB Centre Exit, LCB Side Exit, Van, Estate Side Exit, catalytic Centre Exit, catalytic

£67 £119 £19 £9 £16

Suspension Arms & Parts

Air Filters 850/998/1098/1275cc & Injection Gearbox Steady Prevents excessive engine movement, perfect for competition or fast road use.

Steering rack, RHD/LHD Quickrack, 2.2 turns, RH/LH Cooper S steering arm (Each) Track Rod End - Standard Track Rod End - Longer (for Neg Camber arms)

Throtle Body Carbs, inlet, linkages, filters

Mpi 52mm

Heavy Duty Clutch Arms

Suspension

Steering

Pre Engaged Type - NEW Inertia Type - NEW

£56 £76 £58 £69 £107 £73 £83 £59

Powerlite Electrical Lightweight Alternator £222 Hi Torque Starter 1Kw From £151 Slimline Inertia Starter 1.6Kw £222

Wiring Looms Mk1/2 Mini, Cooper &‘S’ Van/Traveller/Pick-up Mk3 Mini, Cooper &‘S’ Mk4 2 or 3 clock

From £172 From £209 From £209 From £271

CV Joints & Drive Shaft From Only

£37 Outer CV Joint - Drum Outer CV Joint - Disc Inner pot joint

£38 £41 £41

Competition Drive Shafts

Steel pot joint type Hardy Spicer type

Quick & easy suspension height Front set adjustment. Direct replacement Rear set of original trumpet & knuckle Full Mini Kit joint, without modification.

£43 £60 £94

Premium Suspension tuning Bring your Mini alive!

Adjusta Rides, sports shockers, negative camber bottom arms & rear brackets, adjustable tie rods & poly bushes. Sports Ride - Bilstein B4 Shockers Kit £257 Sports Ride - Gmax Shockers Kit £279 Sports Ride - GAZ Shockers Kit £366 Sports Ride - KYB Gas Shockers Kit £287

Bottom Arms From Only

£38

Bottom Arm - LH or RH Each £38 Bottom Arm SHAFT Each £15 1.5˚negative arms Pair £43 2.0˚negative arms Pair £59 Adjustable, heavy duty Pair £64 Adjustable rose jointed Pair £81 Adj. heavy duty rose jointed Pair £123 Uprated bush set, nylon £15

Negative Camber Rear Brackets Pair £174 Pair £195

Swivel Hubs Ultimate lightweight Alloy Swivel Hubs only from Mini Sport. Standard Hub Only (L/H or R/H) £54 Front Alloy Hub Kit c/w hubs, steering arms, ball joints & fittings. £551 Alloy Rear Hub (‘84 on) Pair £168 Fully Built standard hubs c/w hubs, ball joints & bearings Each £108

Perfectly tune the rear wheel alignment, for perfect handling & to suit your driving style! Rear Bracket Kit £54

Tie Rods

Standard Tie Rod Adjustable heavy duty Group 'A' adjustable Group 'A' rose jointed Tie rod bush set, uprated

Wheel Bearings Front, drum type £12 Front, taper roller disc type £13 Rear, taper roller type £14 TIMKEN bearings From £32

Each £14 Pair £33 Pair £58 Pair £144 £4

Negative Camber & Tracking Kit 1.5˚negative camber bottom arms, Group A adjustable tie rods & rear brackets

Drive Flanges We manufacture the only top quality Drive Flanges available Worldwide.

Negative camber kit

From £124

Polyurethane Bushes 7.5"‘S’/GT type - EN8 Standard 7.5"‘S’/GT type - EN24 Hardened 7.5" ‘S’/GT type - Alloy Lightweight 8.4" Disc type - EN8 Standard 8.4" Disc type - EN24 Hardened 8.4" Disc type - Alloy Lightweight

Each £17 Each £27 Each £83 Each £28 Each £38 Each £83

We manufacture the full range of Mini bushes, standard to full competition.

Shock Absorbers

Ignition System Coils

Lucas Sport coil Standard Ballast Coil MPi Coil Pack

£18 £62 £56

Plug Lead set From £11 Distributors 23D4 Cooper S, 1275GT From £49 NGK Spark Plugs From £3 25D4 - all Minis to‘74 From £45 From Only 45D4 - all Mini‘74-’80 From £39 59D4 - all Mini‘80on From £39 65DM4 Electronic type‘84on £99

£39

minisport.com for full range

Ignition Switch Mk4 on with 2 keys £49 Ignition Switch MPi with 2 keys £70

Spax RED Front/Rear std or lowered Spax Yellow Front/Rear std or lowered Paddy Hopkirk Edition Spax Spax Full Coilover KIT. standard or lowered GAZ Front/Rear standard or lowered KONI Front/Rear standard or lowered Bilstein B6 Sport Gas - Front/Rear Bilstein B4 Gas - Front/Rear KYB Front/Rear Oil KYB Front/Rear Super Gas, KYB Front/Rear Gas-a-Just GMAX Front/Rear Boge Front/Rear

Each £79 Each £74 Set 4 £277 Kit £639 Each £46 From £68 Each £71 Each £22 Each £16 From £35 From £38 Each £27 Each £14

SHOWROOM OPENING TIMES: Mon-Fri 8:30am - 5:30pm Saturday 8:30am - 1:00pm

Come & visit our 20,000 sq.ft. complex

Mini Sport disclaims any liability for errors and also reserves the right to modify all or any part of the product descriptions and prices.

Mini Sport Ultimate Brakes Mini Sport 4 Pot Alloy Calipers, the best brakes for your Mini. Ultimate stopping power everytimee.

Alloy Superfins

Only

£112

25% extra fins for better cooling! British made lightweight Alloy brake drum with 1" built in spacer, born from our strong competition pedigree.

Alloy Superfins Pair £112

37 ®

7.9" Vented Alloy Calipers, Brakes & Kits 7.9" 4 Pot Alloy Calipers £277 7.9" Brake Discs - grooved Pair £79 7.9" 4 Pot Alloy Caliper Brake Kit £362 7.9" Vented Cooper Performance Brake Kit £560 7.9" Brake Disc Assembly - grooved discs £912 8.4" Alloy Calipers, Brakes & Kits 8.4" 4 Pot Alloy Calipers £307 8.4" Paddy Hopkirk Alloy Caliper £385 8.4" Brake discs (Mini‘84 on) Pair £45 8.4" 4 Pot Alloy Caliper Brake Kit £347 8.4" Cooper Performance Brake Kit £480 8.4" Brake Disc Assembly £897 8.4" Paddy Hopkirk Brake Disc Assembly £921 8.4" Vented Alloy Calipers, Brakes & Kits 8.4" 4 Pot Alloy Calipers £306 8.4" Brake discs - grooved Pair £79 8.4" 4 Pot Alloy Caliper Brake Kit £390 8.4" Vented Paddy Hopkirk Performance Brake Kit £537 8.4" Brake Disc Assembly - grooved disc £945 8.4" Paddy Hopkirk Brake Disc Assembly £961

Std. Disc Brake Assemblies 7.5" Cooper S Disc Brake Assembly £664 8.4" 1984on Disc Brake Assembly £659 12" to 10" Disc Brake Conversion Kit £268

Calipers - each (RH/LH)

Caliper Cooper‘S’- 7.5” Caliper Mini‘84on - 8.4” Caliper piston - Cooper‘S’ Caliper piston - Mini‘84 on Caliper Seal Kit - Cooper‘S’ Caliper Seal Kit - Mini‘84 on Master Cylinders

Cooper‘S’/GT - Plastic reservoir Cooper‘S’/GT - Tin reservoir Yellow Tag Mini‘85on Green Tag Mini‘89on servo Wheel Cylinder Front or Rear Brake Hoses, Front or Rear Handbrake cable, Front or Rear, Handbrake Quadrant

£93 £90 £8 £11 £5 £5

Windscreens Front Screens

Clear £46 Clear Heated £254 Tinted £53 Tinted Heated £245 Top Tinted £54 Top Tinted Heated £267 Rubber Seal front From £9 Locking Strip chrome £7

£47 £83 £78 £110 From £9 From £5 From £5 Each £18

Clear Mk1 Clear Clear Heated Mk1 Clear Heated Rubber Seal rear Locking Strip TOOL

Steel Body Panels Top quality steel body panels from British Motor Heritage & Magnum Classic Mini panels, at the best prices! Replacement Panels Non Gen Genuine A panel Mk3 - RH/LH £14 £22 A post hinge panel - RH/LH £10 £27 Bonnet Mk2 on £126 £178 Boot Floor & Battery Box na £234 Boot floor rear repair £22 na Battery Box £22 £56 Door Skin Mk3 on - RH/LH £34 £87 Door Step, shaped - RH/LH £12 £85 Floor Panel front to rear inc Sill RH/LH £74 £107 Front floor well - RH/LH £24 na Front panel '76 on £63 £189 Front panel to '76 £67 £189 Clubman front panel na £235

£659

Pads & Shoes Replacement Panels Front wing - early Front wing - late Clubman Front Wing Pocket Closing Plate Pocket Filler Rear floor well - RH/LH Rear valance all models Rear valance closing assembly Rear Wheel Arch Screen corner repair Scuttle screen lower complete Seam cover front Seam cover rear Sill Inner repair - RH/LH Sill Outer 4.5'' Mk3 on - RH/LH Sill Outer 9'' Mk3 on - RH/LH

Drum Brake Assemblies From Only

£109

Sold as pairs, assembled & ready to fit. Standard Assembly Front £109 Standard Assembly Rear £117 Mintex Assembly Rear £125

Non Gen £48 £48 na na £7 £30 £15 £25 £47 £11 £49 £9 £10 £12 £17 £21

Genuine £102 £102 £115 £15 £14 na £56 £39 £92 na £135 £17 £19 na £41 na

Body Shells

Rover Cooper Lamp Kit

Kit includes 4 lamps, 4 brackets

Full Kit From

Full Kit: 2 Drive Lamps & 2 Fog Lamps

Stainless Lamp Bar, wiring loom, 2 Drive and 2 Fog lamps Works Lamp Bar Kit Works Lamp Bar Rally Giant Spot Lamp Kit Road Runner H3 Spot Lamp Kit

Hinges & Fittings

NEW

Clear Type Amber Type

£2.98 £2.33

Indicators

£7 £7 £5 £7 £11

Rear Lights & Lenses From Only

£185

* Red or Black available

Wheel Arches Mk1 Rear Lamp RH or LH Mk2/3 Rear Lamp RH or LH Mk4 Rear Lamp RH or LH Rear Lenses available for Mk1/2/3/4

Each £39 Each £51 Each £44 From £7

Steering Wheels Special

Chrome

Sports Pk

Group 2

2 Race

Special Arches, Black Chrome Covers inc Side strips Monte Carlo style Sports Pack - Genuine inc all fittings Sports Pack - Non Genuine inc all fittings Group 2 Glassfibre arches Group 2 Race Glassfibre arches Group 5 Race

£20 £89 £61 £410 £48 £61 £63 £71

£34

Only

£35

Mk1

Largest stocks of Heritage Mini bodyshells in the world. £9950 MK1, Mk4, SPi, MPi Sportspack & Clubman available. Heritage Mini Bodyshells From £7661

£332 £334 Each From £54

£166 £61 £44 £23

Early - push fit amber plastic lamp unit Early - push fit clear plastic lamp unit Mk3/4 - amber lamp unit (screw type) Mk3/4 - clear lamp unit (screw type) Mk5 - clear lamp‘97-’01

£185 £197 £255 £325 £667 £906 £109 £11

£332

Side Repeaters

Roll Cages Front Rear rally Rear race inc. Diagonal Rear detachable diagonal Multi point weld in cage Multi point bolt in cage Door bars - Pair Roll cage padding, 80cm

Only

£106 £72

H4 Headlamp Assemblies, includes headlamp bowl plus inner bezel, suit LHD or RHD Pre‘97 Mini From £45 MPi Headlamp Mini - with motor £61 Headlamp Leveling Motor -‘97 on £47 Valeo/Cibie Halogen unit Each £58 Halogen Crystal Headlamp - Standard £36 Halogen Crystal Headlamp - Angel Eye £45

Genuine Lamps, Fog or Drive

Mud Flaps

Sure Stop Kits Developed with performance in mind, these brake upgrade kits with EBC Green Stuff brake pads, great value performance. Cooper‘S’(10" wheels, X/drilled discs) Mini‘84 on (12" wheels, X/drilled & grooved discs)

Headlamps

Works Lamp Bar Kit

Door Hinge Set - External £125 Door Hinge Set - Internal £75 Door Check Strap From £14 Door Check Arm Assembly £8 Bonnet Hinges Pair £36 Boot Hinges Pair £17

RHD & LHD available

£19 £38 £47 £11 £32 £34 £13 £46 £54 £14 £15

£121 £155 £209 £248 £10 £10

Rear 1/4 Glass Seal - Open type £8 Rear 1/4 Glass Seal - Fixed type £11 MK3 Door seal £16 Mk3 door inner chrome strip £14 Door outer chrome strip £17 Mk4 boot lid seal £10 Mk4 Bonnet Drip Rail £7 Sill trim late - black £10 Sill trim chrome deluxe From £12 Roof gutter trim black £11

Each £29 Each £14 Each £17 Each £54 Each £13 Each £15

From Only

Mintex Road 7.5" Cooper S EBC Green Stuff Pads 7.5" Cooper S Mintex M1144 Pads 7.5" Cooper S Mintex Road 8.4" Discs EBC Green Stuff 8.4" Discs Mintex M1144 8.4" Discs Mintex Road 4 Pot Calipers EBC Green Pads 4 Pot Calipers Mintex M1144 4 Pot Calipers Mintex Rear Shoes Mintex Front Shoes

Rear Screens

Quadoptic Headlamps Quadoptic H4 Halogen Conversion From £39

Body Seals & Finisher Strips Full Kit: 4 Drive Lamps

Brake Disc & Drum Disc Cooper S - 7.5" Disc Mini‘84 on - 8.4" Disc 8.4" vented Disc Cooper 997/998 - 7" Drum Standard, Front or Rear Drum Spacer type

Lighting Systems

Front - dry suspension type £459 Front fully built with brakes & suspension to ’97 £1814 Front subframe mountings From £4 Rear dry suspension type From £228 Rear dry suspension type - POWDER COATED From £255 Rear Mini Sportspack‘97on £431 Rear fully built with brakes & suspension to ’97 £1773 Rear Subframe fitting Kit - less trunnions From £35 Rear subframe Trunion, Rectangular or Stepped type £25

Brake Parts 7.5" Alloy Calipers, Brakes & Kits 7.5" 4 Pot Alloy Calipers £277 7.5" Brake Discs - cross drilled Pair £74 7.5" 4 Pot Alloy Caliper Brake Kits £352 7.5" Paddy Hopkirk Performance Brake System £512 7.5" Brake Disc Assembly - drilled discs £883 7.5" Paddy Hopkirk Brake Disc Assembly - grooved £917

Subframes

Genuine Rear - Pair Mini Logo £34

Cooper Logo

£35

Moto-Lita Boss Kits to suit Mk1, to‘76 or‘76 on Black with cap or horn control £60 Polished with cap or horn control £91 Moto-Lita Steering Wheels - Flat or dished spokes 13" Woodrim - Polished Spoke From £152 12" Leather - Polished or Black Spoke £160 13" Leather - Polished or Black Spoke £156 Other Steering Wheels 12",13" Black Vinyl 3 spoke 12", 13" Black Leather 3 spoke 13.5" Woodrim 3 spoke 13" Black Vinyl, Red stitching Boss Fitting Kit

From £41 From £61 From £75 From £38 £18

Dashboards

External Body Brightwork

Classic style only £146

Grilles

Available only in Burr Walnut or Charcoal finish £146 Burr or Charcoal Interior Accessories Door Pulls Pair From £52 Window Winders Pair £54 Door Openers Pair From £56 Door Cappings Set of 4 £130 Handbrake Handle £22 Gearknob £22

Custom Consoles Coloured Vinyl, Burr Walnut, Carbon Fibre look or Alloy. Radio slot Optional. Available in all colours. Consoles From £68 Armrest From £68 Boot liner Set £79 LHD or RHD

Door Handles Interior Handle Sets 10pce Alloy Handle Set

£34

Exterior Handle Sets Mk1 set Mk2 set Mk3 set, early Mk3 set, late

£113 £149 £105 £57

Mirrors Stainless, door Black, door Chrome Bullet Downton style Cooper White Cooper Chrome Clip on classic

Each £32 Each £21 Each £15 Each £22 Pair £46 Each £32 Each £31

Overider & Corner Bars Mk1 kit £141 Mk1 kit & bumpers £230 Mk2 overider kit From £58 Inertia Reel type

Automatic Belts in Front - Black Black, Red, Blue, Front - Coloured Beige or Grey

Classic Vinyl Classic RS Classic GT Classic RSR Classic RS 40 Le Mans Stuttgart Suzuka Pro Sebring Pro

Cooper 8 Blade type £48 Mk1 Austin wavy £93 Cooper with Lamp Holes £104 Mk1 Austin Cooper £85 Mk 5 wavy classic type £85 Mk1 Morris Cooper £77 11 blade chrome type £71 Mustache grille surround £92 Grille side surrounds Each £10 Mustache ends Each £11 GrilleTop surround £17 Clips Mustache ends Each £1 Internal Grille Buttons Bonnet Release Complete kit £36 Convert your Mini or service the original Chrome or Black set £9

Bumpers O.E. spec Stainless £64 Chrome £42 Chrome Budget £34 Stainless £43 Black £43

Seatbelts

Seats

Internal or External Bonnet Release type

£32 From £49 £33 From £45

Brightwork

S/S Headlamp peaks £10 Rear - Black S/S Headlamp stoneguards £11 Rear - Coloured Mk3 chrome no. plate lamp £21 Full range of Harnesses available. S/S seam mouldings Pair £24 Boot Hinges - Chrome £10 Plain Door Handle Scoops £7 Classic Ranges available in Houndstooth, Alloy Dip stick: Blue,red,silver £9 Basketweave and Vinyl finishes. Aston style fuel cap £18 From Only From £195 Union Jack Badge £5 From £266 £195 Cooper Boot Badge‘96 on £13 From £266 GB Boot Badge £5 Cooper S Mk3 Bonnet Badge £20 From £324 Mk3 Boot Handle £24 From £343 From £489 Wheels & Tyres From £451 From £617 From £771

Gauges Extensive range of Gauges by Smiths and Cooper Car Company. Available with Magnolia or Black faces, and Chrome or Black surrounds Smiths 52mm Oil Pressure Smiths 52mm Water Temp Smiths 52mm Voltmeter Electric Smiths 52mm 12hr Clock Electric Smiths 80mm Rev counter Smiths Mini Electronic Centre Speedo Smiths 52mm Oil/Water Dual Gauge Smiths Centre Speedo's

From £48 From £50 From £50 From £58 From £164 £341 From £141 From £261

Carpet Sets Deluxe Black, Red or Brown £43 Newton Commercial From £196 Standard Black, Red or Grey £28 Sound insulation kit £43 Full range of classic interiors & trims available for all models.

minisport.com for full range or call our experts today...

Carpet Mat Sets

All Season Mini Sport Tailored Mat Set

£24

Ultralite Wheel only 6x10 Silver, Anthracite or Gold £58 5x12 Silver, Polished Rim £59 5x12 Black, Red stripe £59 5.5x12 Silver £62 5.5x12 Black £62 6x13 Silver £71 7x13 Silver £75 7x13 Black, Red stripe £75 7x13 ENKI wheel Silver/Anthracite/Gold £62 Revolution 6x10 Black 4 Spoke £61 6x12 Black 4 Spoke £70 7x13 Deep Dish with rivets £129 GB alloys 6x10 Silver £69 5x12 Silver £74 Mamba 5x10 Black Hi-Lite £54 7x13 Black Hi-Lite £82 Tyres 145/10 - Falken SN807 165/70/10 - Falken FK07E 165/60/12 - Falken ZE914 145/70/12 - Falken SN828 165/70/10 - Yoko A032 165/70/10 - Yoko A008 165/60/12 - Yoko A539 165/55/12 - Yoko A048 175/50/13 - Yoko A539 175/50/13 - Yoko A048

£41 £49 £51 £38 £59 £55 £64 £88 £75 £107

GENUINE COOPER CLASSIC MINI PARTS

Looper Moto-Lita Steering Wheels Cooper Luxury Carpet Mat Sets Cooper S Works Alloy Dashboard Cooper 52mm Voltmeter Cooper 52mm Water Temp Cooper 52mm Oil Temp Cooper 52mm 12 Hour Clock Cooper Alloy Gear Knob Cooper Alloy Billet Door Kit Cooper Alloy Brake Kits Cooper S Rear quarter decals Cooper Leather Fob Keyring (2 sizes) Cooper 'Smoky' Rhodes China Mug John Cooper Signature Keyring Cooper Alloy Water Bottle Cooper Lapel Pin Badge Cooper McQueen T-Shirt Cooper Chrome Fuel Cap Cooper iPad Case Cooper Rocker Cover Cooper Indoor Mini Cover Cooper Vented Umbrella Cooper Car Polish Set

From £450 From £42 £550 £85 £90 £90 £125 £39 From £284 From £480 Pair £20 £12 £14 £15 £15 £5 £18 £39 £30 From £45 £250 £36 £56

Cooper S Works Airbox Extension Kit 1275 Twin Carb 80 bhp S Plus Pack 90 - 92 1275 Injection 82 bhp S Kit 92 - 97 1275 Injection 90 bhp S Works Conversion 97 on 998 Twin Carb 64 bhp Conversion

£170 £2,677 £1,759 £1,980 £2,578

Choose your Mini Cooper conversion Kit only or get it expertly fitted at Mini Sport. Call the experts today to discuss your requirements!

• SPECIALIST MINI PARTS • STYLING • COOPER TUNING COOPER CAR COMPANY in association with Mini Sport Ltd.

Package (set4) Falken £360 Falken £397 Falken £397 Falken £416 Falken £416 Yokohama £504 Yokohama £510 Yokohama £510 Yokohama £465 Falken £423 Falken £455 Yokohama £679 Falken £404 Falken £438 Falken £365 Yokohama £521

The Paddy Hopki kirk irk k Collection Paddy Hopkirk 4 Pot Calipers From £385 Paddy Hopkirk Brake Assemblies From £917 Paddy Hopkirk Alloy Gear Knob £28 Paddy Hopkirk Quickshift Gear Lever £58 Paddy Hopkirk Leather Gear Gator £18 Paddy Hopkirk Rocker Cover From £31 Paddy Hopkirk Rocker T-Bar Set £26 Paddy Hopkirk Dipstick (Black or Red) £34 Paddy Hopkirk 8 Peice Door Handle Set £205 Paddy Hopkirk Leather Steering Wheel From £375 Paddy Hopkirk Umbrella £24 Paddy Hopkirk Steel Jerry Can (Red or Silver) £26 Paddy Hopkirk T-Shirt (Various Colours) Kids £12 Adult £17 Paddy Hopkirk Mug (Various Designs) From £9 Paddy Hopkirk Signed Print From £116 Paddy Hopkirk Limited Edition Toolbox From £495 Paddy Hopkirk Mini Floor Mat Set £24 Paddy Hopkirk Keyring From £3 Paddy Hopkirk Celebration Pen £2

Limited Edition design

Toolbox From Only

£495.00

Tool options available, please call.

• SPECIALIST MINI PARTS • T-SHIRTS • CUSTOM PARTS • MERCHANDISE The Paddy Hopkirk Collection in association with Mini Sport Ltd.

All prices shown include VAT @ 20%

This promotional advert shows a small selection of products & services available, please visit our website

www.minisport.com for the full range or call our experts today...

Mini Sport disclaims any liability for errors and also reserves the right to modify all or any part of the product descriptions and prices.

CUSTOM MAYFAIR

PROPER JOB Discovering rot needn’t always be a bad thing. For Gemma Thorogood, this once rusty Mayfair would give her the grounding to go it alone as a full-time Mini specialist. Words Jeff Ruggles Photography Matt Woods

owever optimistic you may be about a Mini purchase, unexpected rust is just par for the course as you dig deeper. Finding horrors operates at a far higher frequency than a pleasant surprise, but it needn’t all be doom and gloom. Discovering that her seven-year-old Mini Mayfair was spectacularly rotten was the trigger for Gemma Thorogood to get started on her first proper restoration, and it’s fair to say it’s changed her whole career. Having restored and owned countless Minis over the intervening 17 years, Gemma now runs Ratbag Restorations, based in the little town of Deal on the Kent coast. Her portfolio includes work on Bill Richards’ Monte Carlo historic rally car and Mini Spares’ stunning early Morris Traveller, but this humble Mayfair will always be regarded with high esteem. Still looking great in 2017, this cool custom creation is the one that triggered it all – ‘Ratbag’ itself. So naturally, we couldn’t resist a closer look.

FAMILY VALUES

Although Ratbag arrived in 2000, Gemma’s passion for Minis goes back several more years. “Back in the 1960s my dad used to rally Minis at club level, and had a couple of MkI Cooper Ss – I think he even went to Special Tuning to have the work done,” she explains. “As young kids he’d regale us with stories of

CUSTOM MAYFAIR

THE BUILD

Full-width wooden dash and door cappings add a luxury feel to the custom interior.

Starting with a low-mileage but rusty 1993 Mini Mayfair and an unused Rover shell, Gemma set about her first major restoration, creating a unique custom look for ‘Ratbag’ that still looks fresh more than 15 years on.

“It was the start of my education into welding and proper maintenance...” racing his Cooper S through villages in the dead of night, his co-driver being car sick, breaking hydrolastic parts by leaping off hump-backed bridges and crashing through peoples’ garden fences. It all sounded so exciting and fun that naturally I became sold on the idea of having a Mini for my first car. When the Sidewalk LE came out I had the advertisement pinned on my wall and dreamt of owning one... something I still haven’t achieved!” Instead, she found another limited edition. “My first one was a Mini Park Lane,” remembers Gemma. “By today’s standards it was pretty good but the usual grot was starting to appear. With my dad working abroad all the time, I realised that if I wanted to keep a Mini, I’d either have to win the lottery or learn how to look after it myself.” It wasn’t quite that simple though, as Gemma faced a battle to stay in the Mini scene. “One day my mum and dad turned round and said it was too dangerous for me to drive a Mini, and Dad sold it to a guy down the pub! They bought me a 1990 VW Polo Ranger instead, and boy did I hate it! As retaliation, I then went on a Mini buying mission, getting as many old wrecks as I could lay my hands on and

filling my mum and dad’s drive up with them. Finally, it was agreed that I could have a Mini again as long as the rest went, so the search began. The car I found was a 1993 Flame Red Mayfair with only one lady owner from new. Apparently she’d won it through a competition run by Mayfair Cigarettes.” By this time, Gemma had well and truly caught the car bug, and was working in a garage on the service reception. “The Mini went up on the ramp for its MoT, at which point all the staff rolled around the floor laughing,” she recalls. “For a seven year old car, it must’ve been stored in the sea it was that rotten. You could put your hands through the sills. It wasn’t that good on top either – I’d just seen a shiny red Mini and fallen in love with it. But as bad as this may have sounded, it was actually the beginning of my education into welding and proper Mini maintenance. Gemma welded the car up and got it though its MoT, but with values at only a fraction of what they are nowadays, she opted to patch it up rather than replace full panels. “Although it had lots of welding done, it wasn’t particularly nice,” she admits. “I drove it around a bit more, but with the rust getting worse, I trotted

The stripes were inspired by the Shelby Mustang from Gone in 60 Seconds.

Cooper S speedo with a magnolia twist.

Many parts were bought at Wood & Pickett.

off to the local Rover dealership and asked for new panels. They were priced up for me, and came to about £850. Depressed, I went back to the garage, where I got a phonecall from one of my friends who worked at Rover. ‘We’ve got an old unused bodyshell here, are you interested?’ Low and behold, it was the correct type with the round hole for the electric fan in the inner wing. I paid £650 for a brand spanking new shell, which

MkI-style Mini, so I manage to scavenge up a second-hand MkI bootlid. I also fitted the rear light conversion panels, removed the lip from the bonnet and added the radius arm covers.” She does her own paintwork nowadays, but having prepared, primed, flatted and masked the shell, Gemma entrusted the task of making the unusual paint scheme a reality to the paint sprayer at the garage. Purple for the switch panel and heater unit. “As well as the Sidewalk, I loved the Equinox,” she explains. “However, as much as I liked the colour I wasn’t sure about a solid purple car. At the time the garage was doing a lot of salvage, predominantly Fords, and two colours really caught my eye – Panther Black and Thistle Purple. I decided that’s what I wanted on the car, but not just a black body with a purple roof.” Inspiration for the stripes came in the form of the Gone in 60 Seconds movie, and more specifically Eleanor, the GT 500 Mint Equinox LE seats were a fantastic find. Shelby Mustang. “I almost made the was a no-brainer really. It arrived at the disastrous decision to line the purple garage on October 4 2000 – the same day stripe with gold, but thankfully I saw the the last classic Mini came off the light and swapped it for Ford Moondust production line.” Silver the day before she went into paint,” says Gemma. “I certainly learnt a lot UNIQUE STYLE about prep work with the car being black Gemma had already been stockpiling the and it’s amazing how hard it is to mask bits long before the shell had even arrived, straight lines onto a Mini, especially and quickly set about the build. “I treated when you only have about 15 minutes to it to a new bonnet too, and kept the get it done before the base coats cure too original doors,” she says. “I wanted a much. To this day, the roof and

A lightly-tweaked MG Metro engine has replaced the original unit, and has been neatly detailed with even more purple!

quarters still retain the original paint, but I’ve re-done the rest, mainly due to scratches caused by people having to feel that the stripes were painted on rather than look or ask! The worst one I recall was moments before it was judged at a show; a lady with a diamond ring ran her hand right across the bonnet and made a hell of a mess!” The paint scheme extends right though the car, with the subframes, engine block, servo unit, brake callipers, rear drums and even the fuel tank painted purple – the latter with a silver retaining strap. Inside, you’ll find, a purple switch panel and heater unit, black carpets with purple bound edges and custom black and purple doorcards. “Previously I had bucket seats in it, and they were horrible, but I found a lad on The Mini Forum who was advertising a set of Equinox seats,” Gemma recalls. “Being purple and black, they were perfect. It turned out he’d rolled the car, but it had only done 3500 miles so the seats were in beautiful condition. I did have to straighten one of them though...” As well as colour boost, the interior has been given a neat luxury feel courtesy of a full-width walnut dash and door cappings. There’s a matching gear knob too, and Smiths magnolia gauges arranged in the traditional centre layout. Elsewhere the top dash rail has been

DTM-style exhaust isn’t one for being quiet.

recovered in vinyl as per a 1960s Cooper, while the rear companion bins and crossmember have been neatly trimmed in classy quilted fabric found on eBay. Combine this with alloy door furniture, a sporty steering wheel and a JVC head unit, and it’s a far cry from the drab grey Mayfair velour fare. Aside from the Downton door mirrors, which were bought directly from the Mickleburgh brothers while they were still trading, the majority of the aftermarket bits were purchased from Wood & Pickett more than 15 years ago. As well as many of the interior parts, these also include the brightwork and the ever-popular W&P wheel arch extensions. “Weirdly, it was building Ratbag that resulted in me meeting my now fiancée, Ollie,” says Gemma. “He was working at Wood & Pickett at the time when I was buying all my bits from there. We became friends and nine years later we finally got

12-inch Revolutions are rarely seen nowadays.

together – our mutual love of Minis being a major factor. The only problem now is that when it comes to buying more of them, there isn’t anyone to say no – a dangerous combination!”

LUCKY FIND

The original engine was in good working order, and Gemma still has it in the garage for a rainy day. However, she couldn’t resist the opportunity for an upgrade. “Engine-wise, I was really lucky,” she reports. “An associate of the garage often broke Metros, and when I asked him if he had a 1275 engine available he came up with a super lowmileage MG Metro lump. I changed all the usual seals and fitted a lightened flywheel but other than that, I left it alone as it was so sweet.” Gemma did ensure it looked the part too though, with plenty of under-bonnet bling including an uprated radiator to

The rear lights and bootlid are just part of the MkI-style makeover.

CUSTOM MAYFAIR TECH SPEC BODY 1993 Rover Mini Mayfair re-shelled with correct-era Rover new old stock bodyshell, new bonnet with moulding lip removed, re-skinned doors, MkII bootlid with full inner skin, MkI rear light conversion, stainless seam covers, Wood & Pickett arch extensions, Downton mirrors, wind deflectors, stainless bumpers and overriders, MkI Morris Cooper grille with grille buttons, silver painted surround, chrome wipers, bee sting roof aerial, door handle escutcheons, dummy right-hand filler neck. Paint Ford Panther black with Ford Thistle Purple and Moondust Silver striping, purple arch extensions.

“I thought it was the most difficult and temperamental car in existence...” keep it cool even in the hottest weather. There are also a host of stainless steel fittings, a neat aluminium rocker cover, blue silicone hoses and a K&N air filter. “The Play Mini Twin DTM exhaust was a forgone conclusion to keep everything balanced with the stripes,” she adds. “But it didn’t seem such a good idea while doing the Riviera Run from the Kent coast. I’m sure my ears were bleeding by the end of the weekend – I certainty couldn’t hear!” As for the running gear, Gemma joined the purple subframes with Hi-Los, uprated dampers, poly bushes and adjustable tie-rods. Braking is still courtesy of the standard servo-assisted 8.4-inch disc set-up, but it’s been rebuilt and refurbished, with stainless pistons for the callipers and a host of new parts. Gemma has now made a career from Minis.

These are concealed by a set of 5x12-inch Revolutions, which are a bit of a left-field choice these days but suit the look well.

LONG TERM LOVE

Around 15,000 miles were covered in the car, but with work and doing everyone else’s Minis, Gemma increasingly ran out of time to drive it, so Ratbag was left in the back of the garage for several years. However, it did come out for the 2014 IMM, and was recently recommissioned. As well as the aforementioned paintwork, it received new doorksins (they were still the original ones from the donor car), an A-panel to replace the wonky Rover-fitted item and a newly-repaired bootlid. All relatively simple stuff, and a far cry from the full restorations that Gemma is doing nowadays. As she admits, it all makes the car’s Ratbag moniker seem a touch unfounded. “I called it that because at the time I thought it was the most difficult and temperamental car in existence to put together, but 17 years on and a ton of experience later, I look back on it and think what a breeze it was! I could still get genuine parts same day with a single phone call...heaven!” The car has certainly stood the time in terms of appearance. Given the styling cues on many a Mini customised 17 years ago, this one is still very much up-to-date. It’s got a unique appeal too, with its clever combination of a bespoke paint job and timeless MkI styling cues. Sadly though, Gemma and Ollie will no longer be its

ENGINE Refreshed 1275cc MG Metro A-plus A-Series, lightened flywheel, HIF44 carb with K&N cone filter, Mini Spares inlet manifold, LCB exhaust manifold, Play Mini stainless DTM exhaust system, uprated radiator, blue silicone hoses, stainless fittings, aluminium rocker cover with T-bars, electronic ignition. TRANSMISSION Four-speed rod-change MG Metro gearbox, 3.44:1 final drive, Verto clutch. SUSPENSION Dry set-up with purple subframes, adjustable front tie-rods with poly bushes, Hi-Los, Monroe dampers. BRAKES Rebuilt 8.4-inch disc brake assemblies with purple callipers (front), purple spacer drums to rear, colour-coded servo unit. WHEELS AND TYRES 5x12-inch Revolution four-spoke wheels with 165/60x12 Falken ZE912 tyres. INTERIOR Rover Mini Equinox seats, custom black and purple doorcards, black carpets with purple bound edges, crossmember and rear companies bins trimmed in quilted black vinyl, retrimmed top dash rail, Wood & Pickett walnut dash and door cappings, W&P gear knob, Smiths magnolia gauges including 130mph Cooper S speedo, three-spoke steering wheel, aluminium door furniture, JVC head unit, purple switch panel and heater unit, boot liner kit with colour-coded purple and silver fuel tank.

custodians. “Earlier this year the decision was made to let Ratbag go to a new home,” she says. “We currently have nine Minis between us, and with the business I just don’t get the time to really look after and enjoy our own. With a one-ownerfrom-new Countryman and Pick-up to do up and choose from, unfortunately Ratbag was the one I could bring myself to let go of.” Gemma’s loss is evidently someone else’s gain, however. “Luckily, we found her a brilliant new home in a lovely warm and spacious carpeted warehouse, where she’s spoilt rotten,” she says. “And of course, she’ll always be with us having named the company after her...”

Mini scene An original 1275 GT pictured with the new MINI 1499 GT edition.

NEW MINI 1499 GT LAUNCHED Limited edition tribute to the iconic 1275 GT revealed.

INI has gone back to the future for a new limited-edition version of its MINI Hatch. Called the 1499 GT, it pays tribute to the Clubman-fronted 1275 GT model produced between 1969-1980 and features a variation on the distinctive GT ‘sidewinder’ stripes that characterised the original car. MINI has even used an original 1275 GT – Jason and Tanya Field’s ‘Trevor’ – in some of the publicity shots. The 1275 GT spent nine years as the range topper after the demise of the Mini Cooper S in 1971, but this new version is

based on the entry-level MINI One, albeit with the sports suspension set up as featured on the Cooper S, 17-inch black alloy wheels and the JCW styling kit. Inside, the car has JCW sports seats, steering wheel and door entry plates. While the 1275 GT was a performance model, the 1499 GT will be the first MINI to receive the 1.5-litre turbocharged threecylinder engine in its new 101bhp form as opposed to the Cooper’s 134bhp unit. The standard MINI One will quickly follow suit, with the news that MINI is dropping its

Enn

MINI T-CHARGE LOOPHOLE

smaller 1.2-litre engine from its line-up of both three-door and five-door variants from November in favour of the larger unit, which has been detuned to produce the same power figures. This means a 0-60 time of 10.1 seconds, so it’s definitely lukewarm rather than hot. Just 1499 cars will be made for the UK only. It’s available in black or white, with black and gold stripes respectively. The reception had been mixed among classic MINI owners, but nevertheless, MINI expects the £16,990 car to sell out quickly.

Minis over 40 years old will be exempt from the T-charge.

Some Mini owners to escape new London levy?

■ Mini owners may have to pay extra to drive into central London thanks to a new levy on older vehicles. The T-Charge, or toxicity charge, came into effect on October 23, putting an extra £10 fee on all vehicles wishing to enter the London Congestion Charge zone that do not meet Euro 4 emissions standards – typically those registered before 2006. The T-Charge will run in the same area and over the same operating times (Monday to Friday 7am-6pm) as the existing London Congestion Charge zone, meaning that pre-Euro 4 vehicles will be liable for a total daily fee of £21.50. Some cars are ‘early adaptors’, meaning they

meet Euro 4 standards despite being pre-2006. All classic Minis fall short in theory, but that’s caused confusion as Transport for London’s own online vehicle checker has revealed that some are not subject to the charge. All historic VED-exempt vehicles should automatically be exempt from the T-charge, so that means owners of Minis over 40 years old won’t need to pay. However, there seems to be a loophole in the system – for example, editor Jeff’s Japanese import 1994 Mini is exempt, but his 1994 UK-spec Sprite is not. We can only conclude that

cars imported into the UK after 2006 are automatically assumed to be of Euro 4 standard, and therefore exempt from the charge. Whether this situation continues remains to be seen of course. Check your Mini by visiting the TfL website, tfl.gov.uk

News

MINIS TO IRELAND

40 cars took part on the tour.

SHORTS

The MCR enjoys a fantastic trip to the Emerald Isle. ■ The Mini Cooper Register followed up last year’s fantastic Minis to Monte tour with a tour around Ireland during September, with all 40 places filled almost as soon as they were announced! The journey began in Fishguard, with participants boarding the ferry for Lined up for the ferry in Fish

gaurd.

Rosslare before driving to Wexford for the first night’s stay. The next morning saw the touring start for real, with a mazy route to the Radisson Blu and Spa Hotel at Rosses Point in County Sligo via Carrick-on-Shannon. There were picturesque round trips on both the Saturday and the Sunday, while Monday saw the Minis travel via the IMM 2017 venue of Westport en route to Renvyle House Hotel in County Galway. This would be the base for another amazing round trip on Tuesday, before the cars headed back south with another scenic trip to the Ferrycarrig Hotel in Wexford for the

final night. That just left the return to Rosslare for the 9am sailing to Fishguard on Thursday. Next year the MCR is planning to take a tour of the Alps, which will start from Maidstone on September 15. Further details can be found in November’s edition of the club magazine, CooperWorld, and online at www.minicooper.org.

NEW ROLE AUCTION ROUND-UP PADDY’S Rally legend is new BRDC president.

Classic Minis going under the hammer.

BONHAMS BOND STREET SALE, DECEMBER 2 ■ A modified 1966 Cooper S that once belonged to

famed Beatles drummer Ringo Starr (a.k.a. Richard Starkey) is set to go under the hammer at Bonhams’ Bond Street Sale on December 2. Said by Bonhams to have been converted by Radford (though it wears Hooper badges), it features a hatchback conversion and a folding rear seat, allowing space for Ringo’s drum kit! The car was also modified with a tweaked Cooper S engine, electric tinted windows, sunroof, walnut dash and door cappings, alloy wheels and custom VW Beetle rear lights. It was once the star exhibit in Liverpool’s Beatle City Museum, before being restored in the mid-1990s. With Richard Starkey and his former manager Brian Epstein’s names both appearing on the old log book, the car clearly has plenty of provenance. It’s expected to sell for between £90-120,000.

NEWS

■ Mini rally legend Paddy Hopkirk MBE has been appointed as president of the British Racing Drivers’ Club (BRDC). The 1964 Monte Carlo Rally winner was elected during the Club’s AGM at Silverstone Circuit on October 18, succeeding former Formula One racer Derek Warwick who has stepped down after a decade of being involved in the running of the club. A BRDC member since 1965, 84-year-old Paddy has previously been a director of the club between 1993-2002 and a vice president since 2006. He joins a role call of presidents that also includes Sir Jackie Stewart and Damon Hill. Although best known for his rallying exploits, he was elected a BRDC Member based solely on his racing successes, which have included class wins at Le Mans, Sebring and the Targa Florio amongst several others.

MINI IN THE PARK 2018 The date for next year’s Mini in the Park has been announced, with the 21st edition of the popular show set to take place at Santa Pod Raceway on Sunday August 12. The event will feature a host of attractions including Run What Ya Brung (RWYB) sessions on the quartermile, the Win-AMini competition, a trade village, Saturday night entertainment, camping and much more. Keep an eye on www. minishow.co.uk for details. MKI ACTION DAY 2018 The excellent annual MkI Performance Conversions Action Day will take place for the fifth time on Sunday May 6 2018 at Blyton Park Driving Centre in Lincolnshire. The event caters for classic Minis, and will include a social evening on Saturday May 5, followed by a full day of track action on the Sunday. A full Itinerary, pricing and booking details will be available soon, and there will be a maximum of 60 track places available for Sunday on a firstcome, first-served basis. Once again, the event will be raising funds for Cancer Research UK. See mk1performanceconversions.co.uk for more details.

News Judith and Graham Thomas’ Moke.

Stephan’s Mini from Germa

ny.

GIRO DI DALMATIA

Minis from all over Europe meet in Croatia ■ Mini Club Šibenik’s annual Giro Di Damaltia took place for the sixth time in sunny Croatia from September 8-10. The event saw Mini fans from Hungary, Macedonia, Serbia, Slovakia, and Slovenia join their Croatian hosts for a relaxed weekend based at Žaborić near Šibenik, together with 72-year-old Stephan Toth from Germany and the Mini Moke-driving

crew of Judith and Graham Thomas, who had come all the way from England. After a welcome meal on the Friday evening and a group breakfast the following morning, the participants made their way north to Murter Island, where they got permission to park their Minis outside the Lantana restaurant right next to the sea. The food and drink flowed

once again on the Saturday night, before Sunday saw the Minis line-up on Šibenik seafront, where they blended in with the hustle and bustle of the Šibenik Fair. Despite a terrible weather forecast the downpours didn’t materialise and, the event was accompanied by sunny skies throughout, no doubt whetting everyone’s appetite for a return next year. Photography Steve Moo

GLOUCESTER MOC

Active group goes from strength to strength. ■ Gloucestershire Mini Owners Club (GMOC) enjoyed a recent club photoshoot on the 24th September at Birdlip, near Cheltenham. The group currently has 57 active members, who pride themselves on the passion for the Minis they own, along with a sense of fun and a willingness to give a helping hand to their community. The club meets meet once a month on the second Friday or Sunday of the month, as well as attending at local, national and international Mini events throughout the season. All Mini and MINIs are welcome, and as you can see, there’s even a Metro that has sneaked in! The club’s aim is to have fun whilst helping to preserve these iconic cars for all to see and admire. Search for ‘Gloucestershire Mini Owners Club’ on Facebook for all the latest club news. Gloucestershire MOC’s fantastic line-up.

Stunning Aussie Minis.

ALL BRITISH DAY

Minis wow the crowds in Brisbane. ■ An excellent turn-out of Minis were present at the All British

Day in Brisbane on September 17. This charitable event is organised and run by enthusiasts, bringing together all British vehicle owners, encouraging new enthusiasts to join their ranks and allowing the vehicles to be viewed by all. Amongst the Minis were several early MkIs, 1960s Cooper Ss and wild later examples. The subtle model differences would doubtless be fascinating to a UK audience, including an Australian-market Mini 1275 LS up for grabs (just over £6000). Next year’s event is scheduled for September 18 at the St Joseph’s College Sports Ground in Tennyson.

www.specialist-components.co.uk

Motorsport Kendall holds Tuckley at bay on his way to Super title honours.

Close racing as usual.

Photography John Creech

TRIPLE WHAMMY

Hughes and Kendall take titles in Mighty Mini triple-header.

he last of the 2017 Mighty and Super Mighty Mini championship races were held at Pembrey Circuit in South Wales on October 14-15, supporting the Truck Racing Festival. It was a break from tradition as this was set out to be a tripleheader, and as such opened up the potential of an end of season upset. 105 points were available, making it mathematically possible for the top three contenders to win the title in both categories. In addition to the three races Alice Hughes is the new Mighty champion.

and qualifying there was a free practice session where drivers would be able to acclimatise themselves with the new circuit layout. Sadly Ryan Cowley mistimed his braking on the slippery surface and collided with Laura Harris, meaning both cars did not compete further. If the racing gods were ever out to play they were certainly in Alice Hughesâ&#x20AC;&#x2122; favour, as in the first race she finished second behind main title rival Damien Harrington, who needed to keep finishing ahead of her to win the championship. Harrington had missed a couple of races and had two nonfinishes in the last round that had put him on the back foot. He had a coil fail in the second race so it appeared that Hughes had the championship sown up, only to have her rear wheel come off and put her out of the race, which saw Daniel Heywood take a maiden win. However, it was calculated that Hughes would be two points clear even if Harrington went on to win the last race,

making her the first to be crowned a Mighty champion having not finished the race and only having three wheels on her car! In the end Harrington did not finish the third race, handing the victory to Mick Grover who could also celebrate a first race win. Stuart Combes was able to benefit from Harringtonâ&#x20AC;&#x2122;s misfortunes, finishing second in title race behind Hughes and pushing Harrington down to third. The Super Mighty Minis saw Adrian Tuckley and Scott Kendall locked in a points battle, with Alex Comis in a position to pick up the pieces if lady luck smiled down on him. As it was, Kendall won the first race with Tuckley retiring with a battery issue, following it up with another win ahead of Tuckley and Dave Rees in race two to clinch him the Super Mighty Mini championship. This meant Tuckley had to settle for second and Comis for third in the overall standings. The weekend also saw the returning Kirkpatrick brothers share the podium in two of the races.

Motorsport Ray Cunningham and Jared Gill en route to overall Mini Cup honours for 2017.

Words Simon Malins Photography Colin Tombs

CUNNINGHAM CUTS THROUGH

Ray Cunningham and Jared Gill take 2017 Mini Sport Mini Cup honours.

he final round of the HRCR Mini Sport Mini Cup took place as part of the Keldine Autos Cheviot Rally on October 22. An impressive 15 Minis made the start line on a damp Northumberland morning, following heavy overnight rain in the midst of Storm Brian. It was all to play for as the top four crews in the Mini Cup standings were all in with a chance of taking the 2017 title. Colin McDowell and Michael Spence pulled out an early six-second lead over Ray Cunningham and Jared Gill over the first loop of four stages, which he then extended to 11 seconds after the re-run of the first loop. It was an epic battle over the slippery Otterburn Ranges with less than five seconds splitting the two Irish crews over each of the first eight stages. McDowell then hit a chicane on stage nine, damaging the steering and slowing him enough for Cunningham to take the lead on Stage 11. This was a lead Cunningham would hold until the end of the event, finishing 21 seconds clear of McDowell. Clive King and Anton Bird bought their car home in third place, over three minutes

behind the winner. Reigning Mini Cup champion King said that he just couldn’t go any faster, which is testament to the speed of Cunningham and McDowell. The result means Cunningham and Gill took the overall 2017 Mini Sport Mini Cup honours, with King and Bird’s third place enough for the runners-up spot. McDowell’s second place on the Cheviot secured him third place overall, while in the

Mini Open Class Ian Clare and Antony Elkes once again dominated and are worthy overall class winners for the season. The Mini Sport Mini Cup continues to go from strength to strength as the most popular one-make historic rally championship in the UK. Plans for the 2018 championship are already at an advanced stage, with the event calendar set to be announced shortly.

Ian Clare and Antony Elkes once again dominated in the Open Class.

Motorsport Budd wrapped up the 2017 Mini Se7en title with a round to spare.

Photography Matthew Barrington

CHAMPION CHARLIE

Deviny, Budd and Selby do battle.

Budd takes Mini Se7en title at Rockingham.

he 2017 Dunlop Mini Se7en and Mini Miglia challenges concluded at a somewhat damp and cold ‘TruxxFactor’ meeting at Rockingham Speedway in Northamptonshire on September 30-October 1, with the remaining class trophies decided. In a tense Mini Se7en finale weekend, Charlie Budd secured the title with a round to go, taking victory on the last lap when long-time leader Lewis Selby’s engine overheated and lost power, dropping him to second and leaving him unable to overturn the points deficit. Outgoing champion Ashley Davies completed the podium, and in the S Class battle, James Bull came through for victory after early leader Nick Croydon-Fowler dropped out. Selby was unable to fix his engine for the following day’s race, which saw Max Hunter recover from a lowly grid position to repeat his ‘wonder wet win’ from a few seasons ago. Hunter battled with Davies before the latter went off into the gravel, just as Hunter had done the previous day!

Budd underlined his champion-elect status with a solid run to second ahead of Spencer Wanstall. Croydon-Fowler led again in S Class but this time held it to the flag, while Joe Thompson wrapped up the Se7en Novice award with a pair of assured top-10 finishes. For the Miglias, there were three races on the programme, the first of them being the re-scheduled postponed round two Castle Combe race from April, which took place early on Saturday. Having already laid claim to the Mini Miglia title at Oulton, Rupert Deeth was still keen to finish with a flourish, and took victory in this encounter from Kane Astin and Aaron Smith. Peter Hills finally scored a long overdue Libre class victory after Gary Warburton retired, but second place for Peter Crewes was enough to secure him the inaugural Mini Libre title and the re-appointed ST Trophy. Later that afternoon saw the penultimate Miglia round take place, with Deeth again out in front before a mechanical glitch stopped him, leaving

Astin to recover from an early spin before charging back through the field to win from Dave Drew and Smith. The following day, Deeth was back to winning ways in the final round but had impressive Novice champion Alfie Brown as a constant shadow in second, with Drew recording another podium finish in third. Behind, Crewes scored his second Libre win of the weekend too, despite a good challenge from Kieren McDonald in the former James Lindridge car. Both S Class titles were provisionally decided before Rockingham, with Shaun Tarlton and Jim Burrows taking Se7en and Miglia classes respectively. The season isn’t quite over yet however, as November 18 sees Brands Hatch host the 0-Plate meeting for those who may fancy a ‘Winter Warmer’ ahead of the 2018 season. See www.mini7.co.uk

COME AND JOIN OUR TEAM! Our workshop has a full-time vacancy for someone with skills which include Car Restoration, Panel Beating & Paint Spraying

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CASTLE COMBE MINI ACTION DAY

Words and Photography Stephen Colbran

Mini owners flocked to Castle Combe on September 30 for the ever-popular Mini Action Day.

elebrating its 25th anniversary for 2017, the Mini Action Day at Castle Combe has long been a must-visit event on the calendar. Whether you enjoy a spot of paint polishing, chilling with like-minded Mini fans or an adrenaline rush track session, the day has a little something for everyone. The £35 track sessions are a good way to dip your toe into a full trackday, without the fear of menacing

hot hatches and budding Pastor Maldonado impressionists. It’s good fun, and thankfully there were only a few ‘offs’ this year. The trade stand area was buzzing, centred around an enormous Mini Sport stand as the show’s main supporter. The legendary Paddy Hopkirk was on hand to meet fans, and there was a 24-strong contingent of display cars too. These included Mini Sport’s own rally cars, plus more from Superb R1-powered beast on the Mini Sport stand.

the Mini Sport Cup rally series and a selection of show cars. We were particularly taken with a grey Yamaha R1-powered saloon with fantastic looking split-rim alloys and glossy paint job. There was no strict show and shine area at this event. Instead, the Mini Sport team walked around the paddock area and beyond to choose a ’Top 50’, so everyone had a chance of recognition. All 50 had the chance to enjoy a Retro-look saloon enjoying a pacey session on the circuit.

special parade lap around the circuit, which was joined on the bill by a 25th anniversary cavalcade at midday to give everyone the chance to experience the track at a more relaxed pace. The Mini Sport cars also got to flex their muscles on their own parade, with the firm’s new WRC MINI wowing the crowds. Out of the Top 50, there were prizes for three of the best. First place went to Michael Staines and his lovely

EVENT REPORT

Jayne Coombes with her former feature car.

Mishaps were thankfully minimal... The event offers a great chance to enjoy your Mini without any fear of speeding tickets.

Alan Carruthers’ ex-cover car.

Fiesta Yellow 1965 Cooper S, Ashley Hobbs’ bold modified Mini Mayfair was second, with former feature car owner Jayne Coombes in third. Jayne’s MkI-inspired saloon is a lesson in simplistic styling built by other half Paul, it seems universally popular with the crowds. Action highlights included high-speed charity rides from

Bill Richards and the Mighty Minis Racing crew, who clocked up over 1500 miles between them! The Mighty Minis raised an impressive £3550 for a brain tumour charity, while Bill Richards raised £1000 for the RNLI single handedly. Great work by all involved, and we’ll be back for more of the same next year.

Pretty in pink!

Bill Richards raised £1000 for the RNLI with his hot passenger rides.

EVENT REPORT

Awesome 16-valver on Spectrums.

Michael Staines’ prize-winning MkI.

Rally MkI takes to the circuit. Mini Sport’s packed stand and display.

Ashley Hobbs with his bold modified Mini Mayfair.

Bodykitted beast enjoys the midday parade laps.

EVENT REPORT

Bill Richards on the mic.

Jonathan Faulkner’s cool turbo’d Minus is no slouch! Mini Sport’s ‘70s rally icon.

Bill Richards’ amazing ‘Bessie’ silhouette.

Ben Bonfield’s ‘Twin Kam’ hillclimb Mini.

Ryan Cowley lifts a wheel while cornering hard.

EVENT REPORT

MINI AMALFI COAST RALLY Mini Passion Campania enjoys a picturesque coastal adventure. Words Alessia Conte Photography Stefano Mastromarino

To keep up with the club’s activities, search on Facebook for ‘Mini Passion Officine’.

ini Passion Campania’s annual Mini gathering took place on Sunday October 1, with the beautiful Amalfi Coast in Italy as the backdrop. Established in 2010 by pals Paolo Canzano, Antonello Cappiello and current president Giuseppe Di Crescenzo, the group was hosting the event for the seventh time.

The group’s members are chiefly based around the Naples area, but 16 Minis and their occupants from all over Italy were present, meeting up bright and early at the Angri Sud motorway exit on the Naples-Salerno road before convoying together. Once in Amalfi, participants enjoyed a special breakfast in the Piazza del Duomo, where they could also visit the amazing Roman

Catholic cathedral. On what was a beautiful autumn day, the line-up of Minis was admired and photographed by the locals who was enthusiastically asking questions of the proud owners. From Amalfi the Minis headed to the stunning village of Positano, a well-known holiday destination with a pebble beachfront and narrow streets lined with boutiques

Relaxing on the Duomo steps.

and cafes. The participants enjoyed a great lunch on a seafront terrace, before the day was ended with a treasure hunt. The top three finishers were awarded with a wealth of prizes, while all the participants received nice gadgets and a memory of Positano. All told it proved to be an excellent day out – if only October here in the UK was as pleasant! Beautiful Amalfi Coast roads.

All ready for lunch in Positano. 16 Minis took part in the event.

Not a bad backdrop...

EVENT REPORT

OH SO RETRO SHOW Minis play a big role in this popular retro-themed gathering. Words Lee Collier Photography Nick Simmo, Harry Higgs, Chilli Customs Automotive, Motor Addicts, Alex Groves

he OhSoRetro Show returned for its fourth year on September 24, with a superb turnout of Minis joining over 1400 classic and retro cars at the Margate venue. Enthusiasts travelled the entire country and from as far as Belgium, Holland and Sweden for the one-day show, which is open to pre-1990 cars as a general rule, though all classic Minis are obviously fair game! Over 50 clubs were in

attendance, with London and Surrey MOC, SELKent, Southern MOC, Thanet’s Original Minis, Mini Life, Essex MC, Mini Freakz and Waltham Abbey MC amongst the Mini contingent. The event also saw an array of classic motorbikes and scooters, plus a display of Sinclair C5s – one of which was jet-powered! Attractions included live music and entertainment all day, complete with real Mental rear-engined Honda VTEC Minivan.

Margate deck chairs for people to enjoy the bands. A massive array of trade and autojumble stands meant loads of bargains could be had throughout the day, and there was a radiocontrolled drift track in the main marquee too. The show also includes a top 20 award system – not for concours cars, but simply what appealed to the judges. Amongst the wide variety of winners was Andy Nash’s Morris Traveller, which is a Plenty of entertainment was provided all day.

regular winner at Mini events. Elsewhere, a charity raffle included excellent prizes, and managed to raise £800 for the 1st Margate Boys’ and Girls’ Brigade, an organisation event organiser Lee Collier has been involved with since he was a youngster. Next year’s show is already pencilled in for September 30 2018, once again in sunny Margate. See www. OhSoRetro.co.uk or the Facebook page at Facebook. com/OhSoRetroEvents

EVENT REPORT

Lee Pegrum’s ‘Sumini’ on the Southern MOC stand.

Just chillin’...

Organiser Lee Collier. Over 1400 retro cars attended.

John Gardner’s smart Pick-up.

Alex Groves’ cool pairing.

Andy Nash’s Traveller was one of the trophy-winning cars.

Lee Collier’s own ‘OhSoRetro’ Mini. The busy LSMOC stand.

Bull Motif

Mini

Spares

The perfect place to ﬁnd all your Classic Mini Spares and Parts

PARTS AND AN ACCESSORIES FOR THE CLASSIC MINI FROM 1959 – 2000 WE STOCK ALL HERITAGE MINI PARTS MANUFACTURER – WHOLESALER – RETAILER OPENING HOURS: MONDAY TO FRIDAY 9AM - 5PM - ONLINE 24HRS A DAY UK AND WORLDWIDE MAIL ORDER

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STEERING & WHEEL BEARINGS RHD ROVER STEERING RACK .......................................... 67.14 4 TRACK-ROD END ................................................................. 3.98 8 8 TRACK-ROD END (ROVER) ................................................ 13.98 6.90 TRACK-ROD END (LONG) ........................................................ 6.9 RACK GAITER KIT (EARLY 4.5” TYPE) ................................................8.34 8 34 4 RACK GAITER KIT (LATE 2 SIZES) ..................................................... . 4 E N I FRONT WHEEL BEARING KIT (DRUMS) ........................................ 13.14 13 Z A FRONT WHEEL BEARING KIT (DISCS) ................................... ........13.74 AG M FRONT WHEEL BEARING KIT (DISCS) TIMKEN.............. ..............50.34 I IN REAR WHEEL BEARING KIT (TO 96) ........................ ...................... 14.10 E MERS........................... 45.54 REAR WHEEL BEARING KIT (TO 96) TIMKEN . V I D REAR WHEEL BEARING KIT (MPI) TIMKEN KEN US R ................................ 45.54

CL E O EX ON R H ELECTRIC FUEL PUMP (SU) ..... OU D P ....................... 74.10 MECHANICAL FUEL PUMP ( R Y AN .............................. 35.58 O UM F INE ...................................... 36.60 MECHANICAL FUEL PUM 5 EL 27 NL 4) ........................................ 47.40 MECHANICAL FUEL M1 FF O CA SALOON FUEL LT CARB) ......................................247.92 2 M O JE E SALOON FU JECTION) ..............................................311.22 22 T D VAN FU UE CO UNNDE DERFLOOR) ..................................................................... ................ 244.96 O HS4 HS NT SC (PLLASTIC JET)........................................................................... 279.00 OU DI RB (WAXSTAT)................................................................................ 262.74 C S ARB ........................................................................................................ 353.40 AR DI E 44 CARB ....................................................................................................... 359.94 S U TWIN H4 WORKS CARB KIT .................................................................... ..........958.80 TW

FUEL

HEADLAMPS

WIPAC QUADOPTICS (RHD) PAIR .............................................. 35.99 WIPAC QUADOPTICS (LHD) PAIR .............................................. 50.34 HALOGEN LIGHT UNIT (REPLACES SEALED BEAM) ................ 10.74 OUTER CHROME RIM .................................................................... 9.30 PLASTIC BOWL KIT .................................................................................................13.14

OIL PUMPS PIN DRIVE (850-1100) ..........................................................16.74 PIN DRIVE (COOPER S)....................................................... 118.74 STAR DRIVE (1300) ...............................................................16.38 SLOT DRIVE (998 A+) ................................................................ 15.54 54 SLOT DRIVE (1300 A+) ..........................................................................................16.74

SHOCK ABSORBERS (KYB) STANDARD OIL .......................................................................14.70 .70 GAS ................................................................................. 27.54 GAS-A-JUST ..................................................................33.54

OIL COOLERS 10 ROW ............................................................ 41.94 13 ROW ........................................................... 29.94

ALTERNATORS 45AMP (69-80) ................................................................ 43.14 70AMP (80-96) ................................................................59.70 80 AMP (96-00) .............................................................. 101.94

COOLING RADIATOR (3-CORE) 59-91 ..........................................61.80 RADIATOR (91-96) 1275CC...........................................79.14 RADIATOR (MPI 96 ON) ............................................... 87.54

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CARPETS PREMIUM SET THICK PILE ................................................................................... 92.34 NEWTON COMMERCIAL MOULDED SET............................................................174.60

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SUSPENSION

IGNITION COIL (NON-BALLAST) .................................................... 15.54 COIL (BALLAST) ............................................................... 17.94 COIL (ELECTRONIC IGN).................................................... 21.60 COIL (MPI) ............................................................................. 60.00 SPORTS COIL (NON-BALLAST)..............................................20.34 4 SPORTS COIL (BALLAST) ......................................................... 20.34 4 HT LEAD SET (SIDE-ENTRY CAP) .........................................................................10.74 HT LEAD SET (PUSH-ON TO 96) ........................................................................... 11.94 HT LEAD SET (MPI) ................................................................................................ 13.14

BRAKES MASTER CYLINDER (COOPER S METAL TANK) .................................................. 71.99 MASTER CYLINDER (DRUMS METAL TANK) ...................................................... 72.00 MASTER CYLINDER (PLASTIC TANK) ..................................................................44.10 MASTER CYLINDER (DUAL CIRCUIT 85-88) ...................................................... 72.90 MASTER CYLINDER (88 ON SERVO TYPE) ........................................................95.94 8.4” SOLID DISC ...................................................................................................... 8.99 7.5” COOPER S DISC ............................................................................................. 22.74 7” 997/998 COOPER DISC ...................................................................................44.34 VENTED DISC.......................................................................................................... 17.40 SPACERED DRUM ...................................................................................................14.99 PLAIN DRUM ............................................................................................................ 11.16 MK1 COOPER S SERVO ...................................................................................... 356.34 MK2/3 ‘S’ & GT SERVO KIT ................................................................................ 142.74 CALLIPER (84 ON)................................................................................................. 58.74 CALLIPER (COOPER S) GENUINE ...................................................................... 167.94

ALDON DISTRIBUTORS 100AY, 100AR, ................................................................... 138.00 100AYP, 100ARP, 100AYV................................................. 162.00 00 40819 COOPER S.............................................................. 162.00

WIPERS WIPER WIPER WIPER WIPER

MOTOR DR3A MK1 (EXCHANGE) .......................................................... ............ ........... . .............. ... ... ........ ..... .. ......... .... 150.00 150.0 150 00 .............. . .............. .............. ...... . .... ............ ......... . ........ 43.80 4 3 .8 43 80 MOTOR MK2 ON (67-00) ......................................................................... ........... ........ ... . . .... . ... ............. .. ..... .... ............ ........ . .............. ....... ..... . . 7.14 7. BLADE 10” TEX TYPE (STAINLESS) ........................................................... ...... ............ . ................ ... ... ... .... ....... ...................... . .... ............ .. ...... ..... ... . . 7.1 BLADE 11” TRICO TYPE................................................................................ 7.14

WINDSCREENS FRONT CLEAR LAMINATED ...................................................................................41.94 ........ .................... . ........... ............. . ... . ......... ................... . .... . .......... .............. .............................. ... ... ........... ... .............. .... ... . ................ ........... ..... . .... ...... FRONT TINTED LAMINATED..................................................................................43.14 EAR R ) ......................................................................... R) . ..... .............. ... ........... ...... .... .......... ........... . ................. . .... ... ..... ...... HEATED REAR SCREEN (CLEAR) 70.92 AMII NATED N AT A E D ...................................................................45.54 . . ...... .... ........ ................... ........ . ..... .......... ... ......... FRONT BLUE TOP TINT LAMINATED AMIN N ATED AT T ED E ......................................................................... ......... .......... .... ... ........ ........ . . ... ................ .... ... ..... .... . ... ..... FRONT MPI TINTED LAMINATED 82.20 EEN N TINTED T IN I NT N TED T ED .......................................................................... ...... .... . ......... . . .... . . . ................. . ... . .... . .. ........ ... ..... HEATED REAR SCREEN 68.34

MOUNTINGS TINGS NG GS ENGINE (MANUAL).................................................................................................. ANU NUA A L) ....... AL). AL)........ ............... ... ........ ................. ... ............ ................ . . ..... ..... 3.06 ENGINE (M (MANUAL M AN ANUAL ANU NU NUAL UA AL WITH W ITH WIT HC CAPTIVE APT AP TIIVE T TIVE I VE E NUTS) N NUTS NU TS) S) ............................................................. ..... 3.78 ENGINE NE (A (AUTOMATIC A UTOMATIC AUT U TO UT TOMATIC T TOMAT T I C LH)......................................................................................12.60 LH)....... ............... LH ..... . .... ..... . ... ... ...... ENGINE GINE NE E (AUTOMA ((AUTOMATIC (AUTO (A A UTOM TO MATI M AT T IC C RH) .................................................................................... ........... ........ ... . ..... 23.40 FRO O NT N T SUBFRAME S UB SUBFRAM SU UBFRAME BFRA AM ME E (FRONT) ................................................................................. .............. FRONT 2.64 FRO FR RO RONT O NT ON N T SUBFRAME SUB F RA SUBFR SUBFRA S A M E (REAR) .................................................................................... ............ FRONT 2.86 FR FRONT RO O NT N SUBFRAME SUB SU S SUBF UBF U B FRAME FR TOWER (UPPER) (UPP .................................................................... 3.55 FRO RO O NT SUBFRAME ONT S U BFRAME TOWER (LOWER) (LO FRONT ................................................................... 5.88

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......... . . . ..... ...... ...... ... ...... .... . .... . ....... ... . .... . ... . KNUCKLE JOINT (ALL REAR & FRONT TO 1990) .................................................. 3.12 ....... ......... ... . ......... . . .......... ... ...... ......... ... ... . ... . .... . . . ... KNUCKLE JOINT (FROM 1990 ON) ...................................................................... 29.40 ....... ... ... ............ . ........ . ... ......... ............. . ..... . .... ......... ......... BALL JOINTS (PAIR) ................................................................................................. 6.18 ....... ... ... . . ................ ....... . ........ ............. .. . ... .................. 12.12 TOP ARM REPAIR KIT.............................................................................................. RADIUS ARM REPAIR KIT ...................................................................................... ....... ... ........... ...... ....... ...... ..... ...... .... .... .... ....................... 10.0 10.07 NEW RADIUS ARM (DRY) ....................................................................................281.76 .......... .................... ..... ... .... ... .... .........................281.7 RUBBER CONE ....................................................................................................... ....... ..... ..... ......... ...... .... .... .................................. 40.62 4 FRONT STRUT............................................................................................................. NA ....... ... ... ............. ........... ............ ....... . .... ... ................................... TIE-ROD BUSH ......................................................................................................... 0.72 ...... ........... . ................ ........... ........ . .. . ... ................................. LOWER ARM BUSH (64 ON) .................................................................................... ....... ... ...... . . ............... ............ ........... ... ... .......... ........... ............ ... ...... . .... ...... ...... ... ...... .......... 1.56

BODY SEALS FRONT SCREEN (59-90)......................................................................................... 0).... .... ..... . .... ............... .. .............. ...... ... ............... . .... . . ................ ... ............ . . .... ......... . ... . .... .......... ....... .......... .... . ...... .... . 9.90 FRONT SCREEN (91-00)..........................................................................................13.14 00)) ... ................... ......... ... ......... . .. ... .................... . .... ... . . ........... . ........ ... . ... . ... . .................................... REAR SCREEN (67 7 ON) ON N ) .................. ............................................................................................. . .......... .... ... ... ... .... ....... ... ................ ... . . ........... ...... ... ... ... ..... 9.00 CHROME LOCKING 3.72 NG G STRIP....................................................................................... STRIP......... ST STRIP T RIP P ....... .. ... ................. .. .............. . ..... . ...... ... . . . .... .... DOOR SEAL (59-6 (59-69) 10.50 -69 9 ) ....... 9) ............................................................................................... ......... ...... ..... ...... . ... ....... . ... . ...... . . ............ ....... ... . ... ... ..... DOOR SEAL (69-96) ...............................................................................................11.94 AL (6 6 9-9 69-96 9 6) 6 ) ......... ......... ........ .... ........... ................... .. ...... . . ..... OPENING LIGHT (59-69)......................................................................... 6.60 G REAR R EAR E A R ¼ LIG EA L IG G HT H T (59 (59-69).. 9-69) . ............ .... . ...... OPENING 7.68 NIN N G REAR R EA EAR ¼ LIGHT LII G HT (69 LIG ( 69 6 9 ON)......................................................................... O N ) ... ............. ON) ON FIXED 10.74 XED D REAR REA R EAR A R ¼ LIGHT AR LIG LII G GHT (69 GH (6 6 9 ON)) ............................................................................. ... ...... ... ... ... ..... BOOT 10.08 BOO OO OT LID OT L ID SEAL LI SEA EA L (59-88) ( 5959 -88) 8 8 ) ........................................................................................ ........ ............. ...... ... . .... .... BOOT ......................................................................................... 9.00 BO O OT LID OO OOT LIID SEAL S EA SEA A L (88 ( 88 ON) O N) ..... .. . .... . .... ..... BODY (69-88) 49.00 B DY BO Y SEAL SE SEA SE EA AL KIT T OF O 7 (69-88 ((69-8 9-88 8 ) .............................................................................. 8) .. BODY (88 BOD B O Y SEAL S EA SE EAL KIT K IT I T OF O F 7 (8 8 8 ON) .............................................................................. 49.00

HERITAGE HE H R RITAGE ITAGE E BO BODY PANELS MK1 IN INN NER N NE ER E R A PANEL PA P PAN AN A N E L .............................................................................................. 72.12 INNER MK1 MK K11 OUTER O OUT U T ER R A PANEL PA PANE ............................................................................................ 37.80 MK3 PANEL 23.26 M MK K 3 A PAN K3 PA A N EL E L ....................................................................................................... .. F FRO RONT NT TW WIN WI ING ((ROUND FRONT) .......................................................................... ..... ... . .. . . .. . .. . . ... . ............................... FRONT WING 105.24 FRON F FRONT R O NT RON N T WING W IN (CLUBMAN) .................................................................................... ..... ... ... .... ... . .... . . ....... ... .. ... ... ...... .. .... .... ... . .... .. . . . ... . . ............ 117.31 FULL SCUTTLE .................................................................................................... 138.48 FUL F UL U L L SCU LL S .......................... . ..... .. .... .... ....... . .... .... . . ... ... . . ... . ....... ... HEELBOARD COMPLETE ...................................................................................... 77.93 HEE HE EELB ........................................ . . . .. O UT ............... . .............................. . . ........... OUTER SILL (MK3 SALOON) ................................................................................. 41.54 D .............. ... .... . . . . .. ...................... . . . .. .... .... . ... ....... DOOR SKIN (MK1 & MK3) ..................................................................................... 88.63 MK1 BOOTLID.......................................................................................................332.33 .......... .... .... .... ...... .. . .. ... . . .. . .... .... .. .... ....... . ... ... . . ... .. ..... ... ....... . .. .... .... .... .... ...... ... ... ..... . .. . .... .... . ...... ........... .... . . ... ... .... .. . . . ........................ ... . . . ... .... . .... . .... .... ... . .... . . . REAR SUBFRAME (WET) ................................................................................... 441.99 ........................................................ REAR SUBFRAME (DRY) ................................................................................... 441.99 FRONT PANEL (ROUND FRONT) ........................................................................ 193.85 FRONT PANEL (CLUBMAN COMPLETE) ............................................................. 241.51 BONNET (CLUBMAN) ............................................................................................ 177.11 BONNET (ROUND FRONT) ................................................................................... 182.77 FRONT SUBFRAME FROM ..................................................................................471.06 REAR VALANCE ..................................................................................................... 56.99 REAR PANEL (LOWER HALF) ............................................................................. 221.56

ALL MAGNUM BODY PANELS ALSO IN STOCK SMITHS GAUGES NOW IN STOCK

STAINLESS STEEL BUMPERS AS ORIGINAL NOW IN STOCK £58.80 TYRES 145/80X10 FALKEN ............................................................................................. 35.94 145/70X12 FALKEN................................................................................................ 31.80 165/60X12 FALKEN .............................................................................................. 44.39

MINI PAINT - WE STOCK ALL COLOURS IN AEROSOLS AND TOUCH UP PENCILS SPECIAL OFFER FOR A LIMITED PERIOD ONLY FREE UK DELIVERY ON MOST ORDERS – SEE ABOVE WEBSITE ORDERS ONLY - SUBJECT TO POSTCODE PLEASE CHECK WEBSITE UNITS 5&6 ISBOURNE WAY, WINCHCOMBE, GLOUCESTERSHIRE GL54 5NS, 9 MILES FROM JUNCTION 9 OF M5

Events BOOK YOUR MINI ACTIVITIES WITH OUR COMPREHENSIVE MINI SHOW LISTINGS! November 10-12

Classic Motor Show Superb multi-marque classic car show at the NEC, Birmingham, with live demonstrations, traders, autojumble and more. www.necclassicmotorshow.com

January 7 2018

Wirral to Llandudno Run Popular annual run from Bromborough on the Wirral to Llandudno in North Wales, including a stop in Rhos-On-Sea and the spectacular climb up the Great Orme headland. Places are limited to 250 cars. www.wirralminis.com

January 28 2018

British Mini Fair The largest indoor Mini event in the UK, organised by British Mini Club. Expect over 100 trade and autojumble stands, Pride of Ownership display, Premier Concours Finals, club stands and a charity auction. This is a great event for buying parts to finish off those winter projects! www.britishminiclub.co.uk

May 6 2018

MkI Action Day Superb classic Mini track event, encompassing a social evening on the evening of Saturday May 5, with a full day of track action on the Sunday. A full itinerary, pricing and booking details will be available soon, and there will be a maximum

GET LISTED

Email minimag.ed@k elsey.co.uk or visit our website www.minimag.co.u k

of 60 track places available. The event will be raising funds for Cancer Research UK. mk1-performance-conversions.co.uk

May 13 2018

British Mini Day British Mini Club’s first outdoor event of the season, set in the grounds of Himley Hall in Staffordshire. Includes trade and jumble stands, plus concours and show ‘n’ shine. www.britishminiclub.co.uk

May 17-21 2018

IMM 2018 Portugal The 2018 International Mini Meeting, will be jointly hosted by Clube Mini de Portugal and Clube Mini Serra da Estrela in the holiday resort of Mira, south of Porto. www.imm2018.pt

May 20 2018

London to Brighton Run Top-notch annual run, organised by London and Surrey MOC. There’s Camping and entertainment at Crystal Palace Park on the Saturday night, with Minis heading to Brighton’s Madeira Drive on Sunday for the show ‘n’ shine, trade stands, club displays and much more. www.london-to-brighton.co.uk

June 23-24 2018

Wirral Minis’ popular annual Wirral to Llandudno Run takes place on January 7.

shine as part of Sunday’s main event. www.britishminiclub.co.uk

August 12 2018

Mini in the Park MITP returns to Santa Pod, featuring a host of attractions including Run What Ya Brung (RWYB) sessions on the quarter-mile, the Win-A-Mini competition, a trade village, Saturday night entertainment, camping and much more.

BMC’s Mini Fair is on January 28.

Mini & VW Bus Meet www.minishow.co.uk Relaxed dual-marque event for Minis and VW Buses. Includes camping, August 8-12 2019 entertainment and a glow show on IMM 2019 Bristol Saturday, plus traders and a show ‘n’ To mark the Mini’s 60th birthday, the International Mini Meeting heads to the West Country. It will be held at Minis lined up on Llandudno Promenade. the 100-acre Washingpool Farm site in Easter Compton, near Bristol. www.imm2019.co.uk

REGULAR MINI EVENTS Ace Cafe Mod ‘n’ Mini Night Visit the iconic Ace Cafe on London’s North Circular on the first Thursday of each month throughout the year. www.ace-cafe-london.com H Cafe Mini Meets Taking place on the second Thursday of each month at the H Cafe, Oxford Road, Dorchester-on-Thames. www.h-cafe.co.uk

Expect top cars at Mini Fair. Paddy Hopkirk at Bingley 2017.

Your Minis

Send ‘Your Minis’ pictures to minimag_ed@kelsey.co.uk

PUBMAN ESTATE Name: Debi Martin Car: Clubman Estate Location: Berkshire

■ This is our 1973 Morris Mini Clubman

Estate called “Peggy the Pubman”. We got her just as Peggy Mitchell was off on her merry way leaving the ‘Queen Vic’ in EastEnders, and with a numberplate like PUB 829M, it had to be! In 2012 she was written off when at the front of a major pile up, so we saved her and had the whole rear end replaced. Now we are working on replacing the front (the wings were second-hand!), but as is so often the case, things have escalated and more work Debi’s Clubman Estate is now will be required. We were hoping to get more undergoing more surgery. of it done this year but my partner Jono broke his leg and our intentions had to be put on the back burner until he recovers. Once the front is done and painted, we will put back on the chrome and faux wood side trims we have carefully stored, and then it will be a matter of fitting a new carpet and nicer seats. Maybe later we will fit twin SU carbs and a sports exhaust to the new 1275cc engine that we fitted back in 2011. After an accident in 2012... ...and all repaired.

HOLY CRAP! Name: Jimmy Ryan Car: Mini 1275 GT Location: Manchester

Replacing the sills.

■ Here’s ‘Holy Crap!’ I’m a postman, and saw this 1275 GT in a garage of a house I was delivering to. I asked for first refusal but was told it was not for sale. Roll on another 10 years and it was mine! The car was taken off the road in 1990 after a front-end bump. Up to now it’s had new inner and outer sills, door steps, driver’s front floor pan, boot hinge repair panel, boot floor and rear arches. Next up are the valance and closing panels. It’s all a learning curve because I’d never seen a welder before, let alone used one. Growing up as a teenager in the 1980s all I wanted was a 1275 GT, so hopefully I will have it ready for the IMM in Bristol.

Jimmy’s GT has been off the road since 1990.

Boot floor surgery.

Weâ&#x20AC;&#x2122;re looking for the very best Minis to feature in Mini Magazine, so if yours has what it takes, email minimag.ed@kelsey.co.uk

N I D E R U T A E F T GE

E N I Z A G A M I MIN

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Is your Mini something special? A one-off? Or is there a unique story behind it? Tell the world and get your pride and joy a professional photoshoot. www.minimag.co.uk

ON THE JOB

ON THE JOB Words Jeff Ruggles Photography Matt Woods

Kept in stock

Hannah Garlington and Alex Groves already have all the ingredients to turn this tired 1989 Mayfair into a unique summer cruiser.

re you one of those enthusiasts who trawls the autojumble and trade stands at Mini shows, hoping to discover rare bits that you can stash away in readiness for a rainy day? You may well get mocked by your clean-living, ‘buy-it-when-I-need-it peers’, but there will come a time when hoarding loads of bargains will pay off. Just ask Hannah Garlington and her boyfriend Alex Groves. Alex has long collected scarce and potentially useful Mini parts, and following her move to Essex from her native Bath earlier this year, Hannah has bought into the theory too. By raiding

Alex’s stocks and picking parts up at reduced prices from shows, the pair will be able to transform a tired 1989 Mayfair into a cool Mini that stands out from the crowd without having to spend their hard-earned on countless parts orders. It’s recycling at its very best. In fact, Hannah and Alex didn’t even have to buy the car, for it had sat in Alex’s workshop since 2006. He bought it as a £600 runabout back when decent Minis could be had at cheap prices, but when the gearbox went bang, it was laid up for more than 10 years. Time is often not kind to Minis and the shell now needs plenty of new panels, but that’s not a problem – Alex managed to buy another

Mini that has almost all the bits he needs. Besides, the main structure is still sound – it even boasts its original sills! The plan is to give the Mini a cool retro-themed makeover, with a neat twist on the classic duo-tone Cooper colour scheme, a centre dash binnacle and MkII rear lights. The power unit will be quite a retro choice too – a tweaked 1098cc motor with a Cooper 12G295 head. This is just one of a number of rare additions planned, such as an Innocenti bootlid and a set of neat 6x10-inch OZ wheels. Hannah and Alex hope to have it done in time for the Mini 60 bash at the International Mini Meeting in 2019, and we can’t wait to see the results.

ON THE JOB

GET FEAyoTurUproRjecEt D to Send photos of ey.co.uk minimag.ed@kels or visit our website .uk www.minimag.co

OFILE PROJECT PR THE OWahNGaER rlington

NAME: Hann AGE: 19 les assistant OCCUPATION: Sa LOCATION: Essex

THE CARni:Mayfair

“The plan is to give the Mini a cool retro-themed makeover...” Just a taster of Alex’s ‘sto

CAR: 1989 Mi broken gearbox ON: Laid up with START CONDITI ling shell rol a to ed ipp W: Str CONDITION NO on and off s, nth mo ee FAR: thr TIME TAKEN SO IMM 2019 N: TIO LE MP E OF CO ESTIMATED TIM

ck’.

The original floors still pro ved to be remarkably sol

id.

ON THE JOB

10-inch rims will require Cooper S discs.

Complete BMH front end was a bargain buy.

So Hannah, how did you first get involved with Minis? Hannah: I’ve always been into Minis because my family have always been around them. My uncle had one, and he used to drop us off at primary school in it. There would be four of us in there, as well as my uncle driving. Then, a couple of years ago, the Mini club I was in took us all to the Bath Pageant of Motoring in Minis, and after that, I knew I wanted one. I got some savings together, but that August my dad bought one. We all shared it, my dad and my sister and I, and when we went away with the Mini club, the L-plates would go on and I’d learn to drive in it. But because it belonged to all of us, I didn’t have a choice but to leave it behind when I moved to Essex.

he hadn’t done anything with it, but the plate is G98 XME. G is my last initial, and ‘98 is my birth year. I got a bit attached to it because of that, and it’s a white Mini, which is the same as Ellie, my dad’s Mini. So I asked if we could keep it and do it up for me to drive around in.

What have you done so far? Hannah: We’ve stripped it and cleaned up the interior, and we’ve bought an engine for it that we are going to start to rebuild. It’s an 1100 with a modified 12G295 head, which we got from someone in Alex’s Mini club. Alex: My mate had got rid of the car, but he kept the engine because it was good, and then put it in a Metro because the engine in that had gone bang. That’s why it’s got a Metro flywheel housing. I can’t remember exactly what’s been done to the head, but it’s got big valves and has been ported. It’s actually got inserts where the pushrods go And what about this car? through, because of how close they are to Alex: It’s a 1989 Mini Mayfair that I’ve had for the ports. It’s also got a 256 cam, and I think 12 years – 2005 I got it. When I bought the it’s on a 3.1 diff as well. The carb is an HIF38 car, it was literally just a runaround. I paid on a Janspeed inlet, so we’ll probably fit a £600 for it, with a Metro 1275 in it and the Freeflow manifold and an RC40 exhaust too – Cooper interior that it’s still got. I had it on the the usual Mini stuff. road for just over a year, when the gearbox when bang. That was the last time it was on the road. What made you decide to rebuild it? Alex: It was one of those things. Because I’ve got so many bits I thought I may as well utilise them, so that’s why we said we’d do this one. It was a case of doing something with it or getting rid of it really. Hannah: Alex wanted to get rid of it because

The Mayfair will wear these rare OZ wheels.

A decade of standing has taken its toll!

A tweaked 1098cc motor is set to go here.

Isn’t an 1100 motor a bit of unusual choice for a later Mini? Alex: I was going to put a 1330 in, but because of Hannah’s age the insurance would be too high. So the 1330 has now been earmarked for an MG Metro I recently bought that came without an engine. What’s the bodywork like after standing for over 10 years? Alex: It needs a front end, but we’ve got a complete one with A-panels and a bonnet from another project. They’re all Heritage panels, and it also came with a pair of complete new Heritage doors, so we’ve got those to go on too. It was as if the donor car had been fitted with new panels just to make it look like loads of work had been done, but everywhere you couldn’t see, it was shot. I paid £400 for it, and I’m sure that when I looked it up the doors alone were nearly £400 apiece now. What about the rest of the shell? Alex: One rear quarter is salvageable but the other needs replacing because it’s actually gone all the way though. There’s rust running

ON THE JOB

A centre dash binnacle will be fitted.

down the inside! But the reason I wanted to salvage it is that the floors are really good. It needs a couple of patches in the front corners and that’s it. The sills are still original and they are still good. It amazed me when I took the carpets out. The boot floor doesn’t look like it needs any repairs either, but we haven’t taken the tank out yet... Have you got a style in mind for the car? Hannah: We’re going to keep it white, but because Ellie had a pink roof, we’re going to go with a blue roof, to make them match but also be different. We’re thinking it will probably be an aqua shade. Will you keep the Cooper interior? Hannah: Yes, and at Mini in the Park we picked up another genuine red Rover carpet for £20. We managed to make a decent carpet from the two to go in the white car, and Alex has got the leftover bits in his red car! It’s going to have the centre binnacle, and we’re going to fit 10-inch wheels and MkII lights to make it look a bit more retro. What wheels will you go for? Alex: We’ve got a set of OZs for it, which everyone keeps trying to buy! I was thinking about polishing the lip, and because they’ve got such a big dish I reckon they’d look really

The replacement bonnet is a Heritage item too.

The nearside rear quarter panel is shot and will need replacing.

good. We’ve got a set of four 6x10-inch ones, and a 5-inch one for the spare. Won’t you need to fit different brakes to get them to fit? Alex: I’ve got a Minivan that’s far from being done, so I’m going drop the S discs off it. The van will probably go back to standard and be put on drums. It’s just utilising all of the parts I’ve got. I’ve collected so much stuff over the years, it seems silly to not use it. Will you be fitting arch extensions? We’ll probably go with Group 2s, but if not, Wood & Pickett arches. With the Wood & Pickett ones you don’t have to drill into the main bodywork, so we could go to 4.5-inch wide wheels and fit the chrome trim on without having the whole car sprayed again. Are you keeping to a budget? Alex: We haven’t really decided what the budget is, it’s just trying not to buy too much and use what we’ve got. We want to try and do as much of the work we can. We’ll probably get someone else to do the paint, but the panels and bodywork prep we’ll try and do ourselves. I’m half-tempted to try and

do the paint myself too – I painted the front panel on my red car and it came out well, but it’s a bit different painting a panel compared to a whole car. Hannah: By using the bits we’ve got, we can splash out on other areas if we want to. You’re known for your rare bits. Will there be anything special on this car? Alex: It’s a got another rear wiper conversion like my red Mini, and I’ve got some old Lucas lights with the covers on to go with the spotlamp grille. I’d like to put an Innocenti bootlid on, but they are top money and we’re trying to keep the costs sensible. How often will you use it? Hannah: I want to use it daily, but Alex says I’m not allowed! The intention is to make it really nice, so we want to keep it that way. It will get used quite a bit though, especially in the summer. We’re hoping to have it done in time for the IMM Bristol in 2019, so that’s the big target.

FINISHED SPEC BODY: Restored with Heritage panels, MkII rear lights, Group 2 arches, spotlamp grille, rear wiper, Glacier White and Aqua paint scheme ENGINE: Modified 1098cc A-Series with 12G295 head, HIF38 carb TRANSMISSION: Four-speed with 3.1:1 final drive SUSPENSION: Dry set-up with Hi-Los BRAKES: 7.5-inch Cooper S front disc conversion WHEELS: Rare 6x10-inch OZ rims INTERIOR: Half leather Cooper interior, centre dash binnacle

Alex, thinking about what he can buy next...

CUSTOM 1275 GT

REVERSE PSYC H

raditionally standing for grand tourer, the GT badge is usually worn by high performance, luxury vehicles capable of long distances. Back in the late 1960s and 1970s though, this all became a bit of a misnomer. The likes of BL, Vauxhall and Ford thought nothing of using the GT badge to dress up mildly hotted-up versions of their utilitarian models, even if they weren’t exactly the last word in performance and refinement. It worked too; the Mini 1275 GT was often derided as a poor Cooper replacement, but it sold in good numbers and has now firmly achieved cult status. That’s not to say there isn’t room for improvement though – just ask Neal Hynard. The motor vehicle college workshop supervisor from Leicestershire has long been a fan of Minis and slab-fronters in particular, but he felt the model didn’t quite live up to its illustrious GT label. In response, he’s spent eight and

C HOLOGY

CUSTOM 1275 GT Don’t tell Neal Hynard that he’s not capable of doing something, for he’ll go to extraordinary lengths to prove you wrong, just as he’s done with this flawless luxury-clad Mini 1275 GT. Words Jeff Ruggles Photography John Colley

CUSTOM 1275 GT

THE BUILD

The interior is now a sea of plush leather and walnut, reflecting the baby Bentley theme.

Beginning with a rusty, rat-infested GT, Neal went to incredible lengths to realise his Java Green dream, spending three years on the body alone. His daughter Millie-Jayne was six when he started in 2009, and is now 14!

“The minute I went out in that Mini, I knew I had to have one...” they used to send me into the bodywork areas,” says Neal. “I learnt about spotwelding, welding and fabrication, filling, priming and paint, so I gained an extensive all-round knowledge. The garage looked after many classic cars and EARLY START carried out several restorations – the first Neal’s love for Minis began with a visit to one I worked on was a 1952 Jaguar XK120 Donington in 1979, where the Mini’s 20th when I was just a 16-year-old kid. birthday celebrations were taking place. “We also used to look after a parts He was also a big fan of The Italian Job, company’s 1966 Mini Cooper S rally car,” but the biggest trigger came when he Neal continues. “In usual fashion, the started working at a newly-established head had cracked between the valves, and family-owned garage on Saturday the boss asked me if I fancied working on mornings, servicing cars a couple of years it. I hadn’t got a clue what I was doing, but before he could legally drive! I got through it and put a refurbished “They offered me an apprenticeship, head back on. The owner of the car was a and though I did my qualifications in the bit shocked that it was me who’d done the mechanical side, when work dried up, work, but as part of the deal he took me

a half years and over a whopping 8000 hours transforming this once rotten 1979 1275 GT into something more akin to a baby Bentley than a humble British Leyland product.

Neat LED lighting in MPi rear pocket liners.

Moto-Lita wheel was once almost scrap!

A new old stock grille joins painstakingly re-chromed original brightwork up front.

The standard of finish is as good as it gets. Alloy door furniture with polished fixings.

out in it. The minute I went out in that Mini, I knew I had to have one...” Obviously a Cooper S would’ve been too expensive for a young Neal to buy and insure, so he bought a Mini Clubman 1100 Automatic. “I ripped out the engine and ‘box, fitted a 998 manual unit and had one of the bodywork lads paint it for me in exchange for changing the clutch on his Orion,” he remembers. “I bought some alloy wheels and bucket seats from the Snap On man, bought a Works Cooper S rollcage for £30, and basically turned it into a rally car, with door stickers, a white roof and four Cibie spotlights on the front. At 17 years and three months I passed my test, and I was on the road.” But it wouldn’t take long before a chance encounter would turn Neal’s head. “There was a friend of a friend, three or four years older than me, and he’d got a Java Green GT,” he adds. “I was stuck in traffic, and he was stuck the

Neal’s Java Green GT dream is now a reality.

Stainless rear camber brackets are bespoke.

opposite way. I just remember seeing the green and gold, and from 17 years old, I always thought to myself that, one day, I was going to have a green and gold GT.” Several more Minis followed the Clubman, as well as a Metro Turbo. But as is often the case, work commitments and family life saw Neal move away from the Mini scene a little. However, thoughts of another Mini build were never fully extinguished. “In 1998 I bought my house, which had a big driveway,” he recalls. “The plan was to one day build a garage, then restore a Mini. In 2000, the garage was built, and my wife turned around and said I’d better go and find a

car to do up. So the planning for this car began nearly 20 years ago! “I couldn’t find a Java Green GT at the time, but I found this Denim Blue one down in Kent,” Neal adds. “I was promised that the nucleus of the car was spot on, so I got a trailer and drove down there in the rain. But when I arrived, I saw that there were holes in the floor, it had been stood for 10 years and it was a real mess. There was actually a rat’s nest behind the heater, so it was covered in rat poo as well. I argued with the seller about his description, and he said: ‘The thing is with you amateurs, you haven’t got a clue what you’re doing’. The minute he

CUSTOM 1275 GT

THE BUILD CONTINUED...

The car has been treated to 15 litres of green paint, giving a superb deep shine. Square plate harks back to Neal’s first Mini.

12-inch gold Superlights really suit the car.

“I decided to make it into the GT I thought that BL should’ve produced...” called me an amateur, that was all the motivation I needed.” Inside, the original but knackered cloth seats would end up shaping the whole build. “I couldn’t restore it back to original because they don’t make the seat material anymore, so I decided to make it into the GT I thought that British Leyland should have produced,” he explains. I basically felt that it had done a poor job of a Grand Tourer; it had to excel, but it didn’t. So I wanted to build the connoisseur’s Mini, if you like.” What followed was an extensive bodywork rebuild to better-than-new standards. After negotiating a deal with

Somerford Mini, Neal retuned home from Wiltshire with a whole catalogue’s worth of genuine panels. “I knew the car was in a sorry state, but the more I looked at it, the worse it got. There was no way I was going to patch it up, so I jumped in with both feet and went for it,” he says. “The only original panels are the front bulkhead, rear bulkhead, seat base and the roof; everything else is Heritage. The inner wings, outer wings, front panel, bonnet, scuttle, screen surround, door surrounds, A-panels, doorskins, floorpans, rear quarters, waist rail, rear wheel arches, rear bins, back panel, parcel shelf, bootlid skin and valance are all

The bling is absolutely everywhere!

The smart white roof was at the request of Neal’s daughter, Millie-Jayne.

Rare rear overriders were a bargain find.

new, while the boot floor was repaired with a new section.” Having made a spaceframe for the shell and bolted what was left of it down to the floor, Neal painstakingly replaced each panel, keeping adjacent metalwork in place as he went to ensure perfect alignment. “All the spot welds that you see on the A-posts and bumper lip I took photos of, measured and put back exactly where they were,” he says. “I was impressed with the Heritage panels as everything just fell into place. It was like a big boy’s Meccano set really.” Of course, we can’t help but wonder whether Neal would’ve been better placed starting with a new Clubman shell, but he had the time and patience to ensure his original shell could be rebuilt to betterthan-new standards. “When you spot weld panels there’s always that little bit of rust between them,” he explains. “I didn’t want that, so I used POR-15 paint with a

syringe, and through capillary action, I fed it in between the gaps, then panel hammered and dressed them all down. Of course, all the cavities were spray waxed as well. A new shell was £4500 at the time, and it was £2900 for the panels. It was about money, to be honest. I knew I could make the panels fit, and spent three years in total getting the body right.”

GOING GREEN

Neal also turned his considerable skills towards painting the car, and with memories of that Java Green still fresh, there was never going to be any doubt about the colour. However, daughter Millie-Jayne – also a Mini fan – insisted upon topping it off with a white roof. Remarkably, Neal applied the paint himself in his garage, with the immaculate engine bay, boot and the underside still all his own work. He did paint the exterior too, but ran out of the

warm weather required to finish it off to his exacting standards. “To be fair, if I’d have flatted it back and mopped it then it would’ve come out nicely, but I was aware of Butlin & Sons, a Jaguar E-type restoration company in Burton on Trent,” he recalls. “I said I wanted it to be as good as their £120,000 E-Types, and at first they looked at me as if to say that, being a typical Mini, it would be full of rust and filler. But when I showed them the pictures, the penny dropped. They put another seven litres of paint on to get that super deep shine, so it’s had 15 in total.” With the car back from paint, the slow but rewarding process of building a completely custom GT could really take shape. Neal has blown the typical level of Mini fit and finish right out of the water. Quite simply, he’s thought of everything, either buying new, making from scratch of refurbishing. And when he didn’t have a particular skill, he taught himself. Examples include the nickel/zinc carb linkages and door striker pins, which were done using a £60 kit, and learning how to coach paint when re-coating the rocker cover. He even managed to refurbish the Moto-Lita steering wheel, which looked beyond hope. “That was absolutely knackered,” he says. “It’s an original from the 1960s. The wood was bruised, but if you take a cotton handkerchief, soak it in water, wrap it round the wood and apply an iron, it makes the wood expand so that you can reshape it. It’s all just stuff I read, and Google is burning hot...” It would take us an entire magazine to cover all of Neal’s home fabrications, but it’s safe to say that stainless steel is prevalent. Sure, there are a number of Smiffy’s Bits parts, but many others that Neal made himself. These include the seat retaining rails on the floor inside, a neat polished rub strip for the handbrake cable on the underside of the transmission tunnel, and – having relocated the washer bottle to the boot – a stainless mounting bracket that goes onto the rear light lens.

The hot 1330 engine is beautifully presented. It’s no wonder Neal calls his engine bay the jewellery box!

“The fixings are all cap head hex bolts in high tensile stainless,” Neal continues. “I put them in the lathe or the drill, smoothed up the outside, wet and dried them to get rid of the knurled finish and polished them up. I also used a Dremel with a cotton bud to go inside the hex part and polish that – on every one. The washers and spring washers were all polished up too. That’s on the engine, the gearbox, the suspension... even the little brackets that go on the diff assembly, I made them out of stainless by hand and polished them.”

LUXURY CRUISER

It’s not all about show though, as Neal has been keen to ensure his baby Bentley concept is backed up by a suitably powerful engine. He makes his own ported and gas-flowed heads for various customers, and it was through one of these he was contacted by Phil Tomlinson (a.k.a. Philtune), a former MG Metro Turbo Cup and Phoenix Challenge racer and engine builder. Phil wanted a head cut to his own spec, and happened to clock what was going on in Neal’s garage. He was mesmerized, and ended up building the engine to Neal’s spec for the princely sum of a bottle of whisky! Neal certainly did his homework when it came to building the powerful 1330cc

BL badges finished in 24-carat gold leaf!

Later GTs like this got a red bootlid badge.

“I wanted to break 100bhp and have a perfectly drivable road car...” unit. Goodies include a fully worked MED crankshaft, plus-0.060-inch Omega pistons, MED lightened and balanced rods, a four-bolt centre main cap, Stage 2 lightened flywheel, one of his own heads with 36/30 valves and MED 1.5:1 rollertip rockers. Twin HS4 carbs sit on a chromed Maniflow manifold, while other tricks include a windage tray in the fullyrebuilt gearbox and a 123 distributor. All the rotating components were balanced individually and then as a whole, ensuring it’s all as smooth as silk. Despite having only a mild Kent 276 camshaft, it produced 125bhp on Peter Baldwin’s

rolling road, with more to come. Granted, Peter’s rollers have been known to give generous figures, but that should still be comfortably over Neal’s target. “I wanted to break 100bhp and have a perfectly drivable road car, he says “The spec of the engine dictates that you can have your torque, and your brake horsepower, and it drives like an absolute dream on the road. It’s got everything you need.” If the engine is impressive, then the engine bay is mind-blowing. The gold heat shield on the inside of the bonnet gives it an incredible glow, highlighting the lashings of chrome, polished stainless

CUSTOM 1275 GT TECH SPEC BODY 1979 Mini 1275GT extensively rebuilt with Heritage/M Machine panels, underside fully sealed and stone-chipped, cavities Waxoyl’d, modified ABS Euro style arches, new old stock grille, rear Clubman overriders and door handle kit, re-chromed original bumpers, Stainless TEX door mirrors, wipers, tread plates, bonnet catch and latch, chrome washer kit, Wipac Crystal headlamps with yellow H4 bulbs, stainless headlamp rings, 24-carat goldleafed A-panel badges, new decals, new rear light clusters. Paint: BL Java Green with Diamond White roof.

Washer bottle bracket is just one of the many stainless items Neal has fabricated.

and beautifully painted fittings. There’s a bespoke breather system with an aluminium catch can and custom-made flexible stainless pipes, while the heater pipes were fashioned from copper and chromed. More polished flexible pipe acts as heat shielding for the stainless exhaust manifold, and Neal has reproduced the backing plate for the ITG filter from stainless so that it could be buffed up to a mirror shine. He’s gone one step further with the core plugs on the block though, which have been fitted with actual mirrors, laser-cut to suit! Elsewhere, the stainless RC40 exhaust was re-finished as it wasn’t deemed good enough, and even stainless hose and exhaust clamps have been polished up. Clearly, Neal has left no part alone in his quest for perfection: “I call it the jewellery box, because when you lift it up the bonnet, everyone goes ‘oh my god...’” Such high standards continue underneath. Both subframes are new, and have been seam-welded and powdercoated. Moulton rubber springs join Adjusta Rides with painted and lacquered tubes at the rear, while Gaz dampers and poly bushes feature all round. In addition, the adjustable lower front arms and tierods have been powder-coated black to match the subframes, and Neal has had unique stainless camber brackets made for the rear. “If it’s black, it’s powdercoated, and if it’s shiny, it’s stainless and has been polished,” says Neil. “I used Dumelow & Sons power-coaters in Burton on Trent – they’ve been absolutely brilliant with me.” The brakes have been completely overhauled too, with a new master cylinder, rigid pipes and braided hoses. New backplates and Superfin drums have gone on at the rear, with 8.4-inch assemblies up front complete with

ENGINE A-plus A-Series engine bored to 1330cc, line-bored, four-bolt centre main cap, plus-0.060-inch Omega pistons, lightened and balanced con-rods with ARP bolt kit, MED bladed, wedged, lightened, cross-drilled, balanced and nitrided crankshaft, Kent 276 camshaft, Calver ST performance cam followers, Kent steel vernier duplex timing gears, IWIS chain, MED Stage 2 lightweight balanced steel flywheel, backplate and clutch assembly, rotating components balanced individually then rebalanced when assembled including crank pulley, Stage 3 ported 11-stud head with 36mm/30mm race valves, hardened valve seats, 11:1 compression ratio, balanced pushrods, ARP studs, MED 1.5:1 roller-tip rockers, oil pump re-worked, large braided oil transfer pipe, alloy filter housing, adjustable oil pressure relief valve, bespoke rocker cover manufactured for crankcase breathing system, stainless steel 1-inch flexible crankcase pipes, aluminium catch tank, rebuilt twin HS4 carbs, HIF dashpots and LZX2085 dampers, ITG air filter and stub stacks with polished stainless heat shield and filter plate, electric fuel pump and Filter King bowl, chromed Maniflow inlet manifold, Mini Spares super two-core radiator, nine-inch electric fan with override switch, Mini Spares silicone hose set, bespoke chrome heater pipe, chromed fan cowling and stainless radiator bracket, Lucas A127 alternator, 123 electronic distributor, Lucas Gold sports coil, five adjustable black powder coated engine steadies with poly bushes, various custom and Smiffy’s Bits stainless hardware, Maniflow stainless LCB, RC40 stainless steel Millennium 1.75-inch side-exit exhaust system, bespoke stainless steel heat shields, gold and silver heat reflective material, refurbished wiring loom, additional fuse box and relays. Power: 125bhp@7000rpm

grooved and dimpled discs, new callipers and Greenstuff pads. Neal eventually opted to conceal these with 12-inch gold Superlights, but it took some deliberation. “I cut the arches on the front and fitted a Sportpack rack, because I was going to go for 13s, but a friend of mine who used to race Minis said that it just wouldn’t feel right, and GTs were on 12s anyway,” he reasons. “I was going wide so I went for the Euro arches from ABS Motorsport. They needed refinishing, so I made them

TRANSMISSION Rebuilt four-speed manual gearbox, centre oil pick-up pipe, Guessworks windage tray, Mini Spares cross-pin diff, 3.44:1 final drive, new helical primary and transfer gears, Pre-verto clutch with orange diaphragm and turbo plate, new clutch master and slave cylinders, BF Goodrich braided hose, titanium clutch adjustment nuts, new clutch arm. SUSPENSION Dry set-up with new BMH subframes seam-welded and powder-coated in black, Mini Sport Adjusta Ride kit, Gaz dampers, powder-coated adjustable lower arms and tie-rods, rear camber brackets with bespoke stainless outer, poly bushes all round, Smiffy’s Bits stainless hardware, rebuilt top arms and rear radius arms, all steering components new or rebuilt including hubs with Timken bearings. BRAKES Non-servo dual-circuit system, 8.4inch grooved and dimpled front discs with Greenstuff pads, standard rebuilt callipers and new powder-coated disc shields (front), powder-coated AP new rear brake back plate and brake assembly kits, Mintex shoes, Superfin aluminium drums (rear) AP Lockheed Yellow Tag master cylinder, Kunifer brake lines and brass fittings, BF Goodrich braided hoses, KAD handbrake quadrants and titanium pins. WHEELS AND TYRES 6 x 12-inch Superlight Softline alloy wheels with gold centres, 165/60x12 Yokohama A539 tyres. INTERIOR Cooper SPi seats retrimmed in Sage Green and cream Italian soft leather, matching doorcards and gear lever gaiter, sound deadening insulation, Newton commercial grey headlining, new grey sun visors and stainless rear view mirror, Newton Commercial moulded black carpet, new seat belts and switch gear, Wood & Pickett Elite burr walnut dashboard, Smiths Vacuum and oil pressure gauges, Smiths clock, restored Moto-Lita 13-inch dished wooden steering wheel, MotoLita wood/alloy gear knob, Smiffy’s Bits interior alloy/stainless hardware, Custom Consoles burr walnut centre console, MPi rear companion bins liners with additional LED interior lights, Polished alloy door handle set and handbrake lever grip, Sony MEX-XB100 BT head unit, 6.5inch Infinity Kappa front speakers in speaker pods, 6 x9inch Infinity Kappa speakers under rear seat in bespoke board, Washer bottle relocated in boot with bespoke stainless bracket, stainless battery bracket.

thicker, reshaped them to follow the body line better and remade the mounting lips inside. I used stainless steel bolts to fix them on, with rubber seals.”

FINAL TOUCHES

Putting the old exterior trim back on was never going to work. Neal was fortunate to find a new old stock grille at Gaydon for just £25, and also managed to turn up a pair of ultra-rare Clubman rear overriders. The bumpers are still

CUSTOM 1275 GT Replacing the body panels alone took three years of work, but the results have certainly been worth it.

Underside is just as phenomenal as the top!

original though, albeit painstakingly re-chromed. “I took them to classics and chrome in Hinckley,” he says. “I told one of the guys there that I didn’t like the way British Leyland had not linished them properly, and it turned out he used to work there! He told me the margins were so tiny back then that as long as the chrome stuck and it looked good on the top, it didn’t matter about press marks or gouges. Thankfully he was happy to ensure mine were perfect, and did a fantastic job.” The finishing touches were a set of gold GT stripes, and a pair of custom BL badges, which have actually been finished in 24-carat gold leaf! The Wipac headlamps have been treated to yellow bulbs to further enhance the look, and Neal also went for a square front number plate as a nod to his first Mini. “I had a square plate on my first rally Clubman,” he adds. “I always remembered they looked a little meaner.” Inside is where the luxury emphasis can really be seen. Neal picked up some

Even the battery clamp is stainless steel...

SPi Cooper seats from Stanford Hall and took them to GA Wells Upholstery in Shepshed, Loughborough. Swatches were offered up to pics of the Mini on Neal’s laptop, and a scheme of Sage Green and cream was chosen for the Italian leather retrim, which also extends to the doorcards and the gear lever gaiter. Complementing the leather is a walnut dash from Wood & Pickett and a Custom Consoles centre console, while the carpet and headlining were sourced from Newton Commercial. Other neat touches include a Moto-Lita gear knob to match the steering wheel, alloy door furniture (with polished cap head bolts, naturally) and MPi rear companion bin liners with custom LED lights. The stereo is impressive too – a Sony head unit controls two Infinity Kappa 6.5-inch speakers in pods under the dash, and two 6x9s in a bespoke under-seat speaker board. As with the rest of the car, there’s hidden trickery everywhere – illuminated switches, stainless seat pulls, neat chrome embellishments – it’s got the lot.

Having finished the car earlier this year, there’s no doubt Neal has achieved his goal of creating the ultimate Mini Grand Tourer, and can finally sit back and enjoy it. “Eight and a half years have taken their toll and I need a rest now,” Neal confesses. “My next project will be a stripped-out fast road racer to be used in the summer, and then I’ll adjust the suspension up, put on a set of knobbly tyres and four Cibies for the winter nights! Sadly my GT will have to go and I hope it falls into the right hands, but that won’t happen just yet...” With a build to such high standards, this isn’t a car that anyone will be using to squeal around roundabouts or park outside Asda, but that was never the point. A pal of Neal’s in America said it should be put in a glass case, and we concur. This is surely one of the bestfinished Minis anywhere in the world, and a great example of what can be achieved at home. Not such an amateur now, eh?

THANKS TO: Neal would like to thank: Somerford Mini, Mini Spares, Bradbury Engineering, Classics & Chrome, GA Wells Upholstery, Phil Tomlinson (Philtune), LRG-London Road Garage, Coalville and my wife Hayley and our daughter Millie-Jayne for being so understanding. Without their patience and their moral support I could not have done it!”

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The Manufacturers of the RetroSport range

MODIFIED PICK-UP

COMMERC I Ben Bourdaire has challenged the status quo by endowing this 1960s Pick up with Cooper S levels of performance, but all without replacing the 850 block.

uning the Mini’s 850 engine is very much a niche art nowadays. Sure, there’s a plethora of history there and you can make some decent gains, but a bigger capacity motor is still easy enough to come by and offers a whole lot more bang for your buck. The snag is that you’ll lose that originality factor, and with a 1960s Mini, most likely that iconic magic wand gear lever too. It’s quite a dilemma, but one that Ben Bourdaire has solved brilliantly with this 1965 Pick-up. Ben is something of a rising star in the Mini scene. The Parisian is the man behind Department 75, a Cambridgebased Mini restoration business that is fast forging a reputation for top-quality builds. To demonstrate his pedigree, he’s recently been appointed as head of sales at Aston Martin Racing, but will continue to build

MODIFIED PICK-UP

C IAL GAINS Words Jeff Ruggles Photography Matt Woods

MODIFIED PICK-UP

THE BUILD

Ben was able to start with a complete painted shell for this build, allowing him to focus extra effort into building a hot hybrid engine from an original 850 block, before bringing it all together in a smart and subtle package.

It’s still an 850 block, but not as we know it! The hybrid motor is good for over 70bhp, and boasts a very flat torque curve.

Minis such as this Whitehall Beige beauty. The emphasis behind most of his builds is on standard looks, but with an improved driving experience. This Pick-up is no exception, with some seriously clever thought behind that subtle, classic exterior.

WELL QUALIFIED

With a background in car restoration and motorsport, Ben certainly has all the right credentials. His passion for Minis was first ignited at the turn of the Millennium, when he moved from France to study mechanical engineering in Edinburgh. “I contacted a number of garages, telling them I just wanted to help out because I wanted to learn about cars and how they went together,” Ben recalls. “Most said no, but one said yes, and that was Clarke McDonald at McDonald Minis. Clarke certainly has a passion for a job well done, so I had a good teacher. I had a Mini given to me free of charge, but it was a one-litre so I decided to build an engine for it. Knowing what I do now, I don’t know how it didn’t blow up!” As part of his degree, Ben spent seven months in Germany restoring and tuning classic Jaguars – mainly E-types and MkIIs. “After graduation I went back to Paris, where I worked for Carrosserie Lecoq, the official Ferrari, Maserati and Aston Martin coachworks in France,” he continues. “I became a technical buyer,

Black Cooper S steels with Dunlop rubber.

sourcing parts all over the world because I could speak English, French and German. I also had the difficult job of testing the modern Ferraris and Maseratis after they had been repaired from crash damage. But the biggest part of my job was being head of the restoration department, which I did for three and a half years.” Keen to get involved in motorsport, Ben took part in a televised contest for the Motors TV racing Team in 2005. He was selected as a race mechanic for the Nürburgring 24-hour, and soon became a

It looks like a stock 1960s commercial, but there’s some real trickery hiding behind that discreet exterior.

Built in 1965, but registered in January ’66.

RC40 exhaust with Maniflow tailpipe piece.

“I like the slightly wacky and go-faster, but still discreet...” to go full-on with Department 75 – so called after the administrative division of All-red export lenses are a very cool touch. his native central Paris. He’d already built race mechanic for Peugeot 206s in the several Minis for himself, but he really French championship. This would kick started to push on the loud pedal from start his motorsport career, and he went the beginning of 2016. Now his work is on to work as head of promotion for SRO, largely commission-based, but to begin the organisers of the Blancpain GT Series. with, he decided to take on a basket-case “I got a call from Lola to head up its sales 1966 Crayford Mini convertible. “I in 2009, and that’s when I moved back to wanted to find the hardest possible the UK,” he says. “I spent three and a half restoration to show what I could do,” he years with Lola, before joining explains. “I was looking for a Cooper S, Lamborghini for a year and half. Then I but then I saw the ad for the Crayford, got a text message from my wife, Kat, and it happened to be quite local. It was saying she’d be putting on a bit of weight bad, but I’ve done quite a few MkIs and over the next nine months, so I returned I’m yet to see one that doesn’t need a floor to the UK again...” front to back, inner wings and a front After a brief stint with a company end. This was just a step further.” doing OE development work, Ben decided Rather than restore the car back to

standard, Ben made some subtle tweaks, including Microcell seats, a big-bore engine and Rose Petal wheels. “I’m not knocking it, but I just don’t like cars that are 100 per cent original – I’m just not very good at it,” he says. “I really respect people who want their car as it was from the factory, but that’s just not my ethos. I like the slightly wacky and go-faster, but still discreet.”

PICKING UP PACE

For the welding work on his builds, Ben has turned to the experience of Alan in nearby Chatteris, who possesses a full Mini body jig. When it came to the Pick-up however, the shell was already finished. “I heard of a Pick-up bare shell for sale,” Ben recalls. “The bodywork

MODIFIED PICK-UP

THE BUILD CONTINUED...

had all been done by Alan, so I knew it was a top job. I talked to numerous people, and there was a classic car dealer that really fancied it. He instructed me to do my normal thing so that it drove well, but that it still needed to have original 850 block. That was the brief, so it became a question of ‘how do we make an 850 go well?’ “Personally I’m not a fan of turbo Minis, especially with a MkI, so that was a no-go,” Ben continues. “That left two options – make it a better naturallyaspirated engine, or supercharge it. Being a 1965 Mini the only possible supercharger I could consider would be an old Shorrock, and I quickly decided against that because of the need to control the oil smoke and get all the bits to make it work well.” So, the naturally-aspirated route it was, with the aim of gaining as much capacity as possible. Ben had previously picked the brains of Adrian ‘AC’ Dodd during his engine builds, and worked alongside him to develop this one too. “We looked at boring, but the problem is that you can’t really find pistons and you’re still left with pretty weak rods with the pinch bolts at the top,” Ben explains. “The gains wouldn’t have been massive anyway, so it needed to be a significant step. I thought about what we could do by increasing the stroke, and looked at 998 crankshafts before deciding to go a step further and get an 1100 crank in. The problem is that the bearings on the 850 block are wider,

so an 1100 crank doesn’t go in without being extensively machined.” An initial dry build was performed with standard 1098 pistons, but that still wasn’t big enough. And with the crank running very close to the block, some thought was needed. “We got an ultrasonic cylinder wall thickness tester so we could see how big we could go,” says Ben. “In the end we went with the 1100 crank heavily modified to fit the 850 block and Russell Engineering flat-top pistons from Calver ST, which works out as a plus-0.120-inch overbore to give 1150cc. The rods are the A-plus press-fit type.” But they weren’t quite there yet. “The problem was that the engine wouldn’t turn, as the rods hit the block,” Ben adds. “So we had to grind the block again to relieve it on the front, and also re-work all the rods to get them to fit. AC did the crank and rods, and I had the joys of breathing A-series fumes grinding the block and dry building it. The second problem we had was that much more power and much more torque needed a stronger clutch – and a stronger clutch meant more side loads on the thrust washers, which are tiny on an 850. So we went for a Verto clutch, which means far less side load.” Another 850 weakness point is the cam bearings – they only have one, so the block was acid dipped and line bored by Ivor Searle in Soham and duly equipped with all three. The cam itself is an AC Dodd RT item, which is ideal for the

The interior has been kept simple, with only a few modifications including the Moto-Lita steering wheel.

MODIFIED PICK-UP It’s very basic, but all beautifully restored.

The Pick-up still has a fixed grille panel,as per original.

Sure, those power levels have been exceeded with race engines, but this is a smooth and torquey road motor. “The most impressive thing is that it’s got 90 per cent of its torque from 2000-5500rpm, so it’s almost a flat torque curve,” says Ben. “To drive it really feels like a standard Cooper 1275!”

CLASSIC CONCEPT

Tan seats came from ClassicCore in Norfolk.

Subtle extra gauges in neat auxiliary pod.

“To drive it really feels like a standard Cooper 1275!” spread of low down torque Ben was searching for. The head, meanwhile, was from our resident tech guru Keith Calver, and is a fully ported 12G295 item with 1275-sized valves, giving a very sensible compression ratio of 9.5:1. Further engine tweaks include a modified ‘zero tolerance’ oil pump, a lightened and balanced flywheel and a modified 45d electronic distributor with custom advance curve. This hybrid engine set-up also meant changes for the transmission. “With the longer stroke you can’t put it on a standard magic wand gearbox, but the brief was also to keep the magic wand,” says Ben. “That I knew how to handle because I’d done it already, so my old master Clarke, who does all my gearboxes, built a hybrid ‘box. Effectively

we take an Austin 1300 four-synchro 1128 ‘box and then match a magic wand diff housing to it. The housings are all matched to their factory casing, so the ratio seems be one in four for them to line up properly. Some say they all line up, but my experience is that they don’t. There was also some damage on the casing for the idler gear bearing, so it’s been machined and is now running the A-plus gears and idler.” The result of all this work is very impressive. With a pair of rebuilt HS2 carbs fitted, the Pick-up was taken to Neil Slark’s new rolling road near Bristol to be set up. Ben describes the results as “stonking” and it’s not hard to see why. It produced an impressive 71.5bhp and 72lb.ft of torque – from an 850 block!

With the body already resplendent in period Whitehall Beige, this build was more about the detail than major surgery. Ben reckons he can see the cars in his head before he starts, but he also has computer-generated renderings made up by a contact in Ukraine for each of his projects, which allow him to share his visions with customers, fans and fellow specialists. Each build also gets a female name – in the Pick-up’s case, Rayleen. That’s something to do with Minis being classy and loveable like women, Ben assures us... Building cars for a living means Ben has to be scrupulously organised, so when the engine was away, he was busy getting on with other parts like the subframes. The front item is a refurbished twin-bolt original, with a new frame at the rear. The front suspension has been modified with Hi-Los, adjustable lower arms and tie-rods, while adjustable camber brackets from Mini Spares have been fitted at the rear. KYB Gas-A-Just dampers have also been added all round, while the braking set-up now consists of Cooper S 7.5-inch discs up front with spacer drums for the back – all simple

MODIFIED PICK-UP TECH SPEC

Ben’s created a brilliant usable Pickup without losing its 1960s charm.

BODY 1965 (registered 1966) Mini Pick-up, fully restored with Heritage/M Machine panels, Austin bonnet badge, all-red export spec rear light lenses, pressed black and silver numberplates, rear quarter bumpers. Paint: BMC Whitehall Beige. ENGINE 848cc A-Series block bored plus0.120-inch, 1098 crank ground to suit 850 block and block relieved for clearance, plus00.40-inch Russell Engineering flat-top 1100 pistons, modified A-plus rods, block linebored and fitted with cam bearings, AC Dodd RT camshaft, ‘zero tolerance’ oil pump, A-plus timing gear with IWIS chain and tensioner, lightened and balanced Verto flywheel, ported and polished 12G295 head with 1275sized valves, modified 45d electronic distributor with custom advance curve, late 1275 radiator, twin 1.25-inch HS2 SU carbs, ITG filter, SU mechanical fuel pump, Maniflow Cooper Freeflow exhaust manifold, single-box RC40 exhaust system with Maniflow tailpipe extension, new wiring loom for MkII (for alternator and no voltage regulator). Power 71.5bhp, 72lb.ft torque.

Performance is comparable to a 1275 Cooper.

The perfect painted load area. Less is more...

SUSPENSION Dry set-up, new rear subframe, Hi-Los on front with Pick-up trumpets to rear, KYB Gas-A-Just dampers, adjustable lower arms and tie-rods, Mini Spares adjustable rear camber brackets. TRANSMISSION Four-speed, four-synchro hybrid gearbox with 12G1128 remote-change casing, magic wand gear lever, A-plus gearset and drop gears, 3.2:1 final drive ratio, Verto clutch set-up. BRAKES 7.5-inch Cooper S disc brake assemblies (front), spacer drums to rear, new master cylinders, no servo.

“It threw me a bit a curveball because the engine was so complex...”

ones, which gives the benefit of being able to open the tailgate nicely.” The other so-called infringement is WHEELS AND TYRES 4.5x10-inch Cooper S steels painted black, stainless hub caps, inside. Ben couldn’t get hold of an 165/70x10 Dunlop SPR7 tyres. original rubber floor mat set, so a black estate carpet set he had kicking around INTERIOR Tan seats and doorcards from ClassicCore, black carpets, centre speedo, was chosen instead. Elsewhere, the tan additional 52mm Smiths rev counter and seats and doorcards were purchased from mechanical water temperature/oil pressure ClassicCore in Norwich, and he found gauge, period Moto-Lita flat 15-inch leathersome classic style three-point seatbelts rim steering wheel. with aircraft-type fasteners. As with the but very effective upgrades. exterior, upgrades have been keep really Initially, Ben was going to fit Cosmic subtle. There’s a flat 15-inch Moto-Lita alloy wheels, but in the end he went for steering wheel, plus two discreet auxiliary 4.5x10-inch Cooper S steels, painted in gauges – a 52mm rev counter from black to fit the stealthy ethos and shod Smiths, and a dual mechanical water with period-style Dunlop SPR7 tyres. The temperature and oil pressure gauge. In rest of the exterior has been left standard, the back, you won’t find any wood with the exception of the export-spec red panelling or checker-plate, just simple rear light lenses, which look superb. It and very straight exposed bodywork. really is a masterclass in cool classic NEXT CHAPTER styling. “I’ve made a couple of The Pick-up was completed at the infringements,” Ben admits. “The rear bumper is supposed to be full-length, and beginning of September, and despite the there was one for sale on eBay. I put £500 sheer extent of work required to modify on it thinking I would easily get it, and it it, Ben relished the challenge. “This one went for £780! So I went for the two small threw me a bit a curveball because the

engine was so complex, but it was worthwhile,” he says. It’s been an interesting exercise, and it is certainly an engine spec I will do again, although maybe not with an 850 block next time. It’s probably the most expensive engine I’ve ever built – you can find the block and the crank reasonably cheaply, but fitting the two together is a lot of work.” The end result is a Mini that hasn’t lost its original charm, but offers much improved performance and usability. It’ll no doubt find a new owner soon, but in the meantime Ben’s been working on his next projects – a MkI beach car and a Cooper 35 LE modified to suit city life. His ultimate goal is to build 12 cars per year, keeping one for himself so that he can do something funky and different. If this Pick-up is anything to go by, we’ve clearly got a lot to look forward to.

THANKS TO: Ben would like to thank: “Paul Osborne and Robin Brundle for their support.”

OVER 37 YEARS OF BRITISH CRAFTMANSHIP We said right from the start, we are going to reproduce the best quality Classic Mini interior trim. You can buy a world famous moulded carpet set or a complete trim kit, a refurbished seat or a welded door panel, all made by our craftsmen and women in the UK. Its British manufacturing at its best. We are proud to fly the flag for Britain and you know you are buying the best money can buy. Why not visit our website or give our sales team a call to see how we can help. For more information call 01728 832 880 or visit www.newtoncomm.co.uk

MINI MKII 1967-2017

WORK TOGE T Words and Photography W.S. Carson

ew can deny that the Mini Cooper S of the 1960s is a motoring icon. Few will possess a genuine one, and fewer still will own one of the very special examples that took international rallying to a new level. Only the very fewest of the few will ever own more than one. Dermott Simpson is one of these people. He grew up in Northern Ireland, and recalls that his infatuation with Minis probably started when his father, a local doctor, bought his mother a Cooper. During the 1960s the Circuit of Ireland rally started in Dermott’s home town, and his father was invited – together with his impressionable son – to the start

E THER

MINI MKII 1967-2017 Marking the final part of our Mini MkII birthday celebrations, Dermott Simpson has masterminded the restoration of this famed ex-Works Cooper S pairing.

Dermott finally purchased ORX 777F after chasing it for more than 30 years!

each year. Thus began an avid, lifelong interest in the rally scene and, after a successful business career, Dermott decided he would like to preserve a part of the Mini’s illustrious sporting history.

The car retains all its Works-spec features.

KEEPING PACE

In January 1968, the BMC Competition Department at Abingdon registered several MkII Minis for that year’s calendar of events. Among them were ORX 777F, crewed by Paddy Hopkirk and Ron Crellin in the Monte Carlo Rally, and RBL 450F, crewed by Rauno Aaltonen and Henry Liddon in the Acropolis Rally. Successful development over the previous years had elevated the Cooper S to world renowned status, but keeping it there wasn’t going to be easy. When the regulations for the ’68 Monte were studied it was obvious that permissible carburettor modifications would release much needed extra horsepower from the ageing A-Series engine. Works driver Timo Makinen had returned from Finland with a prototype carb arrangement that he had seen in use, and which Abingdon decided to develop for the Monte that year. The set-up involved taking the left-hand halves of two Weber 45DCOEs and fitting them to a standard Group 2 inlet manifold. The regulations stated that there were to be the same number of carburettors as

Reproduction rally plaques were hand-made.

“Dermott decided he’d like to preserve a part of the Mini’s sporting history...” standard and that there should be no intermediary device between the carbs and the manifold, so the adapter plate was welded to the ‘prototype’ carb. As a result of further development at Abingdon engine power was increased by 7bhp to 93bhp. Four Minis equipped with these ‘split Webers’ and all bearing the registration prefix ‘ORX’ were duly entered in this prestigious event. During the rally the organisers raised concerns about the legality of the BMC entries, so keen to set the matter straight and avoid a fiasco similar to the 1966 debacle, they called a meeting with Peter Browning, the head of the Comps Department. Attention was drawn to a discrepancy

between the French and English translations of the rules, allowing Peter to press home his interpretation of the relevant ‘Appendix J’, and it was decided to allow the team to remain in the event subject to a scrutineer’s inspection after the final stage. (It’s probably not worth noting that the scrutineer involved was the same Monsieur who disqualified the three “GRX” Mini entries in 1966!). The Mini’s domination of the Monte during the mid-’60s was due to its ability to maintain drive in the ice and snow, but in 1968 the event experienced an unseasonal warm spell and the mountain passes were dry enough to give advantage to the more powerful Porsche entries. The

MINI MKII 1967-2017 ORX was fitted with split Webers in preparation for the ‘68 Monte Carlo Rally.

TECH SPEC AUSTIN COOPER S ORX 777F BODY Original MkII shell repaired using new sills, wings, front panel and rear valance, NOS Works heated front windscreen, Group 2 arches, front auxiliary lights with quick removal five-way connector, European-spec headlamps and indicators in side lights, towing eyes front and rear, leather bonnet strap, Works headlight protectors and headlamp washers/de-icers, front mud-flap extensions, Works reversing lamp, sump guard and bootlid retainer, hand-made reproduction 1968 Monte Carlo Rally plates, spray painted white door square and door numbers, original inner lining heat blanket fitted to bonnet, battery skid protector, quick-lift jacking points, radius arm skid shields, Paint: Tartan Red with Old English White roof. ENGINE 1293cc A-Series, EN40B crankshaft, SPL-forged plus-0.020-inch pistons with 450 pad rings, modified Downton Engineering head, AEA648 camshaft, standard S rockers, valve springs and rocker shaft (double drilled), original Monte Carlo split Webers on standard Cooper S inlet manifold, Downton LCB exhaust manifold with skidded Downton Group 2 exhaust system, asbestos heat shield, Jaguar twin fuel pump wired one way, fourbladed metal fan, Hardy Spicer driveshafts, original Mini Moke sump guard. TRANSMISSION Works close-ratio straightcut, four-speed gearbox with remote-change, 4.2:1 final drive ratio, magnesium sump/ gearbox guard. SUSPENSION Hydrolastic set up with original subframes and competition displacer units front and rear. BRAKES 7.5-inch disc brake assemblies with Ferodo DS11 NOS pads, calliper protectors and disc protectors (front) standard Mini Cooper S set-up to rear with VG95 shoes, remote servo assistance. WHEELS AND TYRES Original Tech Del 4.5x10-inch Minilite magnesium wheels, Dunlop SP44 Snow tyres.

The vast majority of the original metalwork was saved.

BMC team finished third, fourth and fifth overall behind a Porsche one-two. BMC won the team prize so the event wasn’t without some success, but it will always be remembered for the debate concerning the carbs!

GREECE IS THE WORD

RBL 450F was entered in the Acropolis Rally in Greece that same year, crewed by Rauno Aaltonen and Henry Liddon, but this time fitted with the more usual twin SU carburettor set-up. Here the gap between the Mini, from which the Works

mechanics had extracted as much reliable power as was available, and the emerging opposition from Ford and Porsche was becoming obvious. Rauno struggled with an overheating engine in the soaring temperatures, and did well to bring the car to the finish line in fifth place, though he did take a class win as a consolation. This was to be the only rally in which RBL would complete as a Works entry, since the rigours of the rock strewn Greek stages had taken their toll on the diminutive competitor. It was rebuilt for circuit events and went on to compete

INTERIOR John Aley roll cage, Works bucket seat (driver), Works recliner (co-driver), original Irvin three (driver) and four-point (co-driver) seat belts, door bin leg protectors, full Works dash to driver and co-driver’s individual specification with Halda twin master trips, Heuer Stopwatches, internal radiator expansion tank, driver’s route card holder, co-driver’s map light, hand-operated starter knob (right side of steering column), co-driver’s barnacle mirror and driver’s large dipping mirror, passenger’s grab handle, fire extinguisher at co-driver’s feet, twin speed wipers, twin electric-pumped washer bottles mounted in rear behind driver, fuel, brake, battery and original three-section hydrolastic lines all mounted inside the car, bootmounted Rolopress and portable fuel tank.

MINI MKII 1967-2017 Huge effort has gone into tracking down all the correct Works features for the inside, including a pair of correct Heuer stopwatches.

in endurance races at Brands Hatch, Nürburgring and Spa during 1969. So how did these two ex-Works cars with such illustrious histories end up together in a garage in Northern Ireland? Dermott begins this remarkable story. “I always knew ORX was somewhere in Ireland and so I began a search that was to last nearly 30 years...” Peter Browning’s history of the Works Minis documents that Paddy Hopkirk’s Monte car, ORX 777F, was driven by Tony Fall in the Italian Rally of the Incredibly, the entire rebuild was completed in only four months.

Twin tanks supplemented by a portable pouch.

pulled onto a petrol station forecourt in order to discourage her pursuers. Unnervingly, the suspicious car pulled in behind her, when a man stepped out and said, with typical Irish understatement, “You’re a bit of a driver so you are! You should join a motoring club. That Cooper S is a flying machine!” The gentlemen Flowers and then sold by the Comps Dept persuaded Sue to join their competitive club and buy ORX from Poole’s for the to a Works racing driver called Alec sum of just £500! She, with her co-driver Poole, the son of a Dublin BMC dealer. Alec competed in the car during the 1969 Jo Newman, competed in all the big Irish rally events over the next few years Irish rally season, winning the Galway Rally after which the car was placed in his winning several trophies. During this period the ex-Works, ex-Paddy Hopkirk father’s showroom. While ORX sat in Poole’s dealership, a Mini Cooper S also became her daily transport across Dublin! young woman called Sue Sinclair was Another Irish rally driver, Richie driving her own Mini Cooper in her Holfeld, tried to buy ORX from Miss usual enthusiastic style across Dublin. Sinclair in 1972 but this was proving She became aware that she was being difficult as she had grown attached to the followed by another car and nervously

MINI MKII 1967-2017 RBL 450F was crewed by Rauno Aaltonen and Henry Liddon on the 1968 Acropolis Rally.

TECH SPEC RBL 450F MORRIS COOPER S BODY MkII shell extensively repaired by Robert Dickson, body spec otherwise as ORX except for Group 5 arches and hand-made reproduction 1968 Acropolis Rally plates, no heat blanket fitted to bonnet. ENGINE As ORX aside from twin 1.75-inch SU carbs on standard Cooper S inlet manifold and original ‘Scottish’ sump guard. TRANSMISSION As ORX with 3.7:1 final drive. SUSPENSION Hydrolastic set-up with competition displacer units front and rear, rear anti-roll bar. BRAKES Disc/drum set-up as ORX WHEELS AND TYRES Tech Del 5x10-inch Minilite mag wheels, Dunlop CR65 tyres

“I thought I’d never own ORX, so I jumped at the chance to buy RBL.... ” car. Eventually he decided to buy her a new car of her choice in exchange for the ex-Abingdon Mini. Sue’s choice was a very desirable car at the time, a BMW 2002 Tii, which was duly purchased and the swap completed. ORX was then driven by Richie on various rallies in Ireland until the late ’70s, by which time the Mini’s competitive prospects were limited. In order to remain competitive Richie bought a TR7 V8 from the BL Works team and subsequently set about having ORX restored. However, progress Taped-on rally plaque is period correct.

INTERIOR As ORX aside from original Arden race seat for driver, Works co-driver’s seat, Works dash (original driver’s side and second hand co-driver’s side), Halda twin master trips, co-drivers map light.

was intermittent until, eventually, it made its way to restoration specialist Gary Dunlop in Bangor near Belfast.

CHANGE OF FOCUS

Bringing the story forward to 2011, and with ORX seeming off-radar, Dermott’s attention was drawn elsewhere. “Robert Dickson, whom I’ve known for more than 40 years, contacted me with news that RBL 450F might be for sale,” he says. “I thought I was never going to own ORX so I jumped at the chance to buy RBL.”

RBL was also rebuilt in double-quick time!

At the end of its Works career as a circuit racer RBL was sold to Jim Whitehouse of Arden Racing where, although it was never raced by that team, it was resprayed in their blue and silver livery. It was subsequently purchased by Irish rally and rallycross driver Dermot Carnegie. This was the car in which he won the Irish Autocross Championship, after which RBL went into storage prior to being transported to Robert Dickson’s workshop in Northern Ireland. The intention was to restore the car and return it to its Works rally team spec. Robert, whose work has already graced the pages of Mini Magazine, completed a thorough restoration of the shell. Since the car was still fitted with some endurance circuit racing equipment, parts such as the aluminium doors, wide rims, wheel spinners and endurance fuel tank were removed and sold to fund the purchase of rallying items needed to return RBL to its Acropolis specifications. Most but not all of the rally equipment was acquired at this time. In the meantime Dermot Carnegie was

RBL has wider Group 5 arches instead of the narrower Group 2s.

It was back to twin SUs for RBL’s 1293 engine.

competing at the top level of British and European rallycross, so plans for RBL were put on hold for about 15 years. Robert suspected that one Dermot was willing to sell this special part of Works team history and the other Dermott might be interested in buying it, so he relayed contact details and eventually a deal was completed.

TWO COME ALONG

Ex-Works Minis bear very little resemblance to number 68 buses other than that you can wait a lifetime for one

Now the work really began. The 60th anniversary of the birth of the BMC Competitions Department was to be celebrated at Silverstone in June 2015, and ORX 777F wasn’t going to miss the party. Robert was the obvious man to apply his skills, experience, attention to detail and enthusiasm to the project, which now had a deadline to meet. At some point the shell had been stripped and painted with a temporary protective coat of red oxide so, before any further restoration began, an inspection by the Mini Cooper Register’s foremost authority on ex–Works cars was arranged in order to satisfy DVLA’s need for road registration details. Many details from ORX’s past were still evident including the original ignition key (which still to appear and then two show up at once. fitted) fixed in its 1960s hiding place with original insulating tape, the four pop The further restoration of RBL was put rivet holes on the bonnet for the Rally of on hold because Dermott was getting closer and closer to ORX; he knew where the Flowers rally plate and, more noticeably, the split Weber carbs that still the car was and all he had to do was have the Abingdon mechanic’s individual convince Richie Holfeld to sell it. By November 2013 the deal was completed ID letter stamp mark. It was Dermott’s intention to retain as and Dermott’s 30-year ambition to own much of ORX as possible, since it had ORX 777F was realised. With his characteristic modesty, he plays down his survived for 45 years largely intact. It ownership of two Abingdon cars. “If I had retained the original shell, bonnet, bought ORX before I took the chance to bootlid, doors and subframes, and any damage to the shell was beaten out where buy RBL then I would have been happy possible rather than panels being with one Works Mini,” he comments.

MINI MKII 1967-2017 With not one but two amazing Works MkII Minis, Dermott is a very lucky man indeed.

Dark Hedges in County Antrim, and since the special guest list included Rauno Aaltonen, Dermott was invited to bring RBL along. This led to another restoration by Robert and his team against a very tight deadline, and once were the headlining and back seat, the more they succeeded. Rauno, whose reversing lamp and the original attention to detail is legendary, studied hydrolastic displacers and their pipes, RBL for the first time in decades and which were simply refitted and pumped up. The bumpers were re-chromed and a pronounced it correct in all but a few minor details. Most noticeable to his NOS heated windscreen that Dermott had bought 20 years previously was fitted. expert eye was the incorrect colour of the Minilite rims which should be painted “The thrill for me,” he says, “is in the gold for the 5-inch wheels to distinguish research and tracking down the correct them from the 4.5-inch set, thus avoiding parts to build the cars correctly in what errors in the rush of a rally service point. was an evolving time for motorsport.” The unusual method of fixing the rally That’s evident inside, too. The seats plates with gaffer tape is correct include a Works rally item for the diver according to period photographs. Only and a Works recliner for the co-driver. the very few would ever have known. The 1970s roll cage and seat belts were Many of us are rightly proud of our removed and replaced with 1968-spec favourite car’s sporting heritage. Many items, and Dermott was particularly can be proud of the effort that they have pleased to find a pair of correct Heuer put into our own small part of motoring stopwatches. The entire rebuild was history. Now in the enviable position of completed in only four months, just owning not one but two fantastic before the car made the trip across the ex-Works cars, Dermott should be very water to Silverstone where many former proud that all his patience and effort has employees from Abingdon cast their safeguarded the future of these famous knowledgeable eyes over it and voiced Minis for many years to come. their approval. ORX has since appeared at the recent works reunion at Abingdon where it was reunited with the man who made it famous, Paddy Hopkirk himself.

“The thrill for me is in the research and tracking down the correct parts...” replaced. However, the shopping list did include new wings, sills, a front panel and a rear valance. Meanwhile, the floorpan was cut out and skilfully beaten back to its original form before being welded back into position. Robert and his team then prepped and sprayed the shell in readiness for the mechanical components. The original block and gearbox were present but the head was incorrect for the period, so Elgin Greer sourced the correct type and rebuilt the engine. The wiring loom was reconditioned by John Bevan, while Sam Baird and Maurice Brown took care of other aspects of the rebuild including the Works headlamp washers/de-icers. Other original items to go back into the shell

USE OWNER.JPG

THANKS TO:

SEAL OF APPROVAL Rauno Aaltonen and Dermott with RBL.

RBL has also enjoyed its moments in the limelight. June 2016 was the date set for the one-off ‘Mini Legends’ event at the

Mini Magazine would like to thank Down Cruising Club for their kind permission to use their parking facilities for our photo shoot.

Seeing double: Paddy’s 33 EJB replica was then replicated again for the advert!

THE FAITH OF A FEW

There’s much more to MINI’s latest advert than meets the eye. We caught up with Mini Sport for an exclusive look behind the scenes...

Words Jeff Ruggles Photography Chris and Daniel Harper, Michael Anderson, David Thomas

he chances are you’ll have seen MINI’s latest advert featuring the story of Paddy Hopkirk’s 1964 Monte Carlo Rally victory against all the odds, but if you haven’t, get yourself on to YouTube and type ‘The Faith of a Few’ into the search bar before you read on. This brilliant film has wowed viewers with its brilliant footage of 33 EJB working its way up the leaderboard, leading to the inevitable conclusion it must have been painstakingly spliced together from archive material. Well, painstaking it was, but archive material it most certainly is not. Amazingly, the footage was all shot during the summer by Oscar-nominated cinematographer Greig Fraser on period 35mm film. Commissioned by MINI, it was written by Lydia Willie and directed

by Daniel Wolfe via Anorak Productions. As you can imagine, recreating a winter rally from 1964 during a busy summer in 2017 presented huge challenges, with multi-million pound yachts filling the harbour and locals in their Veyrons making the Monaco background look a little different than it did 53 years ago. And of course, they had to find the right Mini for the lead role. Enter Mini Sport...

Paddy’s original 1964 Monte steed still exists of course, but it’s not suitable for being thrashed up the Col de Turini these days. However, the charismatic Ulsterman happens to own his own very convincing replica, which is left in the capable hands of the Padiham-based specialist. Not only that, but it also looks after his Appendix K rally Mini, 6 EMO. So when MINI brand ambassador Paddy had a conversation with the folk at BMW’s base in Munich, he naturally put Mini Sport’s name forward.

BIG RESPONSIBILITY

The completed Mini trio, ready for the off.

Being asked to be a part of such a prestigious production was undoubtedly a coup, but one that brought plenty of pressure with it. “We knew the professionalism would be right from MINI, and were told the team they were

BEHIND THE SCENES Loaded up for the long trip down to Monaco.

Mini Sport’s Michael Anderson transforming 6 EMO into 33 EJB.

putting together would be top notch, so we also had to be on top of our game to deliver what was expected,” says Mini Sport Managing Director Chris Harper. “We knew it was a big budget production and there would be a lot of pressure on us. We’d been put forward by Paddy and were using his cars, and we were opening the door for a bit of controversy by putting our name out there. As we well know in this industry, not everyone likes the BMW MINI. We were getting involved in something that was using the Mini from 1964 to sell new cars.” That wouldn’t put Chris off, however. Indeed, despite the doubters, Chris believes that MINI’s more recent moves to embrace the Mini’s colourful history have been a positive thing. “The people at MINI have recognised they have a heritage,” says Chris. “OK, they bought it, but so did Tata with LandRover and look what a success they’re making of that. It’s keeping thousands of people in a job in Oxfordshire, and it keeps the brand alive. They can’t run a business in 1964, so they have to encapsulate it and move forward.” But moving the 1964 Monte forward into 2017 was a mammoth undertaking, and nothing could be left to chance. “We went backwards and forwards with understanding what was required, and eventually agreed on a deal with MINI in Munich,” says Chris. “The original idea was to use Paddy’s cars and put someone else in to drive them. However, the deal we have with Paddy is that we come as a whole team package. We do that because then we have control over what’s going on in every eventuality. We take being

“We were prepared to change an engine overnight if we had to...” entrusted with Paddy’s cars very seriously, and until the day that changes, wherever the cars go, we go.” The team involved had to be right too. “If there was a problem, it wasn’t going to be Mini Sport’s fault that the production didn’t run on time,” Chris says. “So to ensure we could carry out our side I dispatched a van down to Monaco with two people in it – John Cressey, and ‘Diddy’ Dave Thomas. I had a back-up driver in John Cressey plus his mechanical and electrical knowledge, and we knew what Dave could bring after going to the Monte with Paddy in 1994. Along with Michael Anderson, we had a great team with lots of rally experience.” The responsibility for Paddy’s driving role was given to experienced Mini and MINI pilot Daniel Harper. “He isn’t a professional precision driver, but he is one of the best Mini drivers of the modern era,” says Chris. “Originally we lined up Steve Entwistle as I didn’t think Daniel

could spare the time, but he wanted to do it as it was the only chance he would ever get to do something like this. As a true rally petrolhead, that was the right thing. “I’m not saying there are not other drivers out there who could’ve done it, but not that could fit into the team, and I could trust,” adds Chris. “We took spare engines, gearboxes – everything, and we were prepared to change an engine overnight if we had to. We knew we were going into a big job with our eyes wide open, and we could not afford to mess it up. It became very apparent after 24 hours in Monaco that we were integral to the whole thing. They had 100 people on the ground there, costume people, make-up, transporter drivers – it was a massive thing. But without our cars, they had nothing.”

PREPARATION

Mini Sport would eventually end up taking three cars – the 33 EJB replica, A huge amount of effort went in to props.

The stunning location for the bridge scenes.

BEHIND THE SCENES The Ford Falcon, Saab and Mercedes rivals.

6 EMO and Brian Harper’s Cooper S project for the garage scenes. However, it wasn’t as simple as that. It only had about six weeks to prepare the cars after getting the green light, which included MINI picking them up about four or five days before the event. That left a lot to do. “33 EJB is a replica, and is pretty close to the original,” explains Chris. “There was no rollcage or anything else, and it’s fairly standard when you look at the spec. So what we opted to do was convert 6 EMO, which is an Appendix K rally car built for the job, remove the cage and make it look like 33 EJB. As it was built to go rallying, it was decided that 6 EMO would do most of the mountain work. “We went through 33 EJB from front to back, then 6 EMO was made to look exactly the same, with holes made for the roof-mounted lamp and front indicators,” Chris continues. “The attention to detail that came back from MINI was just incredible. Photographs went backwards and forwards, and we had the production designer, Robin Brown, come up from London to check everything over. The third car was my dad’s 1275 S that we’ve nearly finished; we had to take the engine back out and change the roof from black to white.” The gruelling schedule would be extremely tough on the cars, and the folk at Munich questioned whether they would be up to the task. “You can either take that as an insult, or pick up the gauntlet, and say yes,” Chris explains. “MINI were nervous as they had a lot of money riding on it, but I promised them that both would be capable of doing a Monte Carlo rally from start to finish. We

Was this the original 1964 Monte time card?

Recreating Surbiton: Hard at work preparing the set for the Cooper Car Co garage scenes.

“MINI were nervous as they had a lot of money riding on it...” filming of the movie Dunkirk! “Whoever just preferred to use EMO for certain tasks, and EJB for others. As it turned out, was good at their job, they’d fly them in from all over,” says Chris. “They pulled in both ran every day.” a team of professionals that could all THE WORLD’S FINEST work together. Some hadn’t worked The production set-up was certainly together for 10 years, but they all knew impressive, and a real mix of nations. each other – apart from us!” Much of the contact between Anorak Before filming could begin, there were Productions and Mini Sport was done two days of recceing and preparation. through producer Yan Shoenefeld, who “Our cars were ready to go, so our guys became a good friend, while other key spent the day getting the Ford Falcon figures came from all over the world. running,” says Chris. “The Mercedes was Their credentials were exemplary – for an original 1964 Monte car but it had example, the transport coordinator racing seats in, so they’d actually found a Charles Heidet provided all the vehicles complete correct Mercedes interior to put for Sky’s mini-series Riviera and in it. With the other cars the scene crew manufactured all the trucks for the still had to prep them with the rally plates

The Reims start scenes were actually filmed in the searing heat of Nice.

BEHIND THE SCENES One of the cars became Timo Makinen’s car, 570 FMO, for the Reims scenes.

John and Dave with ‘John Cooper’.

Rally dust was skilfully blown into position.

Proper period oil cans used as set dressing. Daniel and Diddy Dave in their period gear.

Filming the finish line scenes. The actors and actresses had to wear period clothing in temperatures of 40 degrees!

“It was like doing a rally of 300 stages that were 200 metres long...”

and the lights, but ours were good to go. A film set is stress from start to finish, so the last thing they need to worry about is a car breaking down. We had to put ourselves in a position where we caused them no problems at all.” Having done the Monte before, Dave was able to help with bits and pieces during the various discussions that took place early on. “In fairness to them they’d done an awful lot of research – all we did just fine-tune a few bits and pieces,” he says. “For example, when we got up on the Col de Turini, they told us we were coming up from the Sospel end, then going up to the top and going off to the right. That’s the way the new Monte Carlo goes, but the old Monte went off to the left. In the end they filmed it both ways, and used the correct way. I was just

worried about anoraks picking up on little things like that. Because we were good at what we were doing, we gave them the opportunity to push the boundaries even further.”

TURN UP THE HEAT

The first day of filming wasn’t as intense as the days that followed, allowing people to get used to everything. The scenes shot included the part where the Mini trails behind the Mercedes, Ford Falcon and Saab on the bridge, and the start in Reims where the young lady in period clothing describes the Mini as a “sweet little tin can, or a “toy” depending on which version you see! These were actually filmed in Nice, and involved the cast and extras wearing period winter dress in the searing summer heat. Indeed, conditions would be even more testing than anticipated. “We were led to believe it would be filmed at 30-40mph where the speed limit allowed, but it was all done flat out,” says Chris. “However,

the heat was the biggest concern we had. In Nice and Monaco it was 38 degrees, which we all know Minis don’t like as they are not designed for it. We prepared the cars as well as we could, even to the extent of having a garden leaf blower that we stuck in the grille. It was like doing a Monte Carlo rally of 300 stages that were 200 metres long. The cars were idling for a lot of the time, so we put the blower in, and it dropped the temperature 20 degrees. They ran perfectly, but that was due to the preparation and knowing what we were up against. Even just below the Col de Turini at 2pm in the afternoon, it was still 33 degrees.” Day two saw the garage scenes being filmed, where John Cooper is told that his idea to create a performance Mini “will never work.” Look carefully and you’ll see Dave Thomas and John Cressey among the team of mechanics. Brian Harper’s Cooper S is in the background, as is a Surf Blue Mini Super owned by French-based Swedish enthusiast Jan Pettersson

BEHIND THE SCENES (who drove the car to this year’s Irish IMM!). Many of the parts in the background were supplied by Mini Sport, but set dressing such as the signs were specially made, and the ramps were constructed from wood. This was also the day the original ACM timecard came out. “We don’t know if it was the original or a copy, it was that good,” Chris comments. The scene doesn’t depict the Abingdon garages, but rather the initial development of the Mini Cooper some three years earlier. “Cooper did not produce the rally cars of course, Cooper is the man that put a bigger engine in it, then Abingdon got hold of it,” says Chris. “So it’s actually fairly true to life. Mike Cooper was actually very adamant that it should not be filmed as if Cooper had done the Monte Carlo. Instead it followed John Cooper’s thoughts from 1961.”

MONTE CARLO

The third day, a Sunday, saw filming take place at the iconic Fairmont Hotel hairpin, which forms part of the Grand Prix circuit. It took all day, and once again the extras had to be there for hours on end in the blazing sun. “You also had to think about the public and the cars of today’s modern world,” says Dave. “They had to keep opening the road up as they were trying to run these scenes, and that’s why it took so long. That was a true test of the cars, because it was hot, and they were

At the famous Fairmont Hotel hairpin, camera mounts in place.

“Not once did I hear a cross word from anybody...” idling then going flat out all day, up and down, up and down. The film crew’s base camp was at Rascasse (around 2km away), so they kept having to move the crew and extras about too. It was all under pressure, but not once did I hear a cross word from anybody, and we meshed into that.” Cost was also a consideration during the filming. “The cameras were old ones Assembling all the camera mounts would often take two or three hours.

using original 35mm film,” adds Dave. “They wouldn’t let you turn the car round with the film still running, as it would’ve cost about 200 Euros just for that. And then at some points the crews would spend two or three hours assembling all the camera mounts, only for the producers to come along and say they wanted to change it all.” The driving scenes saw Daniel take the They didn’t have Go-Pros back in the 1960s...

BEHIND THE SCENES The yachts were hidden in the final edits.

role of Paddy, with Mini Sport Workshop Manager Michael Anderson as Henry Liddon. Dave ended up as navigator in the Saab, and John Cressey drove the other Mini. “Most of the days, Daniel was in the saddle for 12 hours,” says Chris. “Producers have to have 12 hours off between each shoot, so if we didn’t finish until two in the morning, they didn’t come back until two in the afternoon. Everyone takes their lunch at the same time as the producers, so you can have breakfast and not eat again for eight hours, then your day starts again.” And what about the cars, which were given authentic-looking brake dust and road grime? “Basically, it’s make up,” Chris explains. “The set people are very skilful. They used different colours of dust, put water on and blew it on with a small garden blower. They used a paintbrush for some of the details and all sorts of different tools to get what they wanted. The one thing you weren’t allowed to do was touch the car. Even after the guys had taken off the rigs for the cameras they were back there, touching them up. It was an art to watch.” Day four saw filming move to the finishing straight, where the doubting French woman from the Reims scene is astonished to see the Mini cross the line in victory. “That was filmed very well because it’s full of big yachts,” says Chris. “There was a lot of standing around but you constantly had to be in a state of readiness – you couldn’t afford to let your guard down.”

Re-enacting the final sprint around Monte Carlo, with the Ford in chase.

“We arrived to the scene crew filling the road full of fake snow...”

actually a local. No one knows if that road was used originally, but it was the natural route into Monte Carlo, and we filmed there for about four or five hours. AIMING HIGH “From there it was another hour’s drive The fifth day was arguably the one uphill to the Col de Turini,” Chris everyone had been waiting for. “We were continues. “We arrived to the scene crew told we were going into the mountains, filling the road full of fake snow to make and we’d be staying overnight,” says the scene – 1750 square metres of liquid Chris. “The transporter couldn’t go up so paper, which sets like Papier-mâché and there were two low-loaders that we ended churns up like snow when you run on it.” up providing drivers for. We did the scene This day saw the employment of the through the houses in about 36 degrees. Russian Arm – a huge arm mounted on There were lots of extras there, but the the roof of totally blacked-out Porsche woman leaning out of the window was Cayenne with the camera suspended

from it. “When you see the Mini overtaking the Ford Falcon, and all the snow is being kicked up, Daniel is driving about half a metre from the Russian arm,” says Chris. “The driver was in charge of everything, watching a monitor while she drove. There were four engineers in that car and another guy moving the Russian Arm, but she was in control, telling Daniel on the radio to do this, and do that. The respect that they gained between them was incredible. He was half a metre off the back of the car, and if he got it wrong, he would’ve hit £200,000worth of camera. Sometimes the

The snow was 1750 square metres of liquid paper, which sets like Papier-mâché.

Russian Arm was following Daniel, and that was when he had to be told to slow down as she couldn’t keep up!” Filming continued until the early hours. “We had a bulb go in 6 EMO’s central lamp just as it was about to go dark, so we had to take that from EJB,” says Chris. “That was the most difficult day, the reason being that a lot of budget was spent and we knew there was no wiggle room at all. But despite the pressure, it was probably the most fun. It was the moment when all of us realised it was a once in a lifetime experience.” The snow was water soluble, and by the following morning it had almost all been cleaned away. Naturally Chris and the team couldn’t resist some photos with the Col De Turini sign, which was made for the film. Apparently there isn’t a sign in reality, as everyone keeps nicking them! “Everyone was tired, but I would say day six was probably the nicest day,” says Chris. “There was a bit of waiting around, but it gave us time to make sure the cars were fit to go again.” The day’s scenes would be shot on the The Russian Arm chases Daniel up the hills.

“The Saab was knackered by the time we were finished...” Col de Braus. “We were up there for six hours,” says Chris. “The amount of filming that went on there was incredible, even though only a small bit of it made the cut. The Russian Arm had gone back to Monaco for some filming with the new cars, so 33 EJB was used to follow Daniel down the mountain with all the cameras on the front – one Mini chasing the other. Going up and down the mountain passes flat out was hard work for the cars, but they worked well. If a car was going to pack up it would’ve been then. One of the cars had that much heavy camera gear on The Mini Sport team from left to right: Daniel, Michael, Chris, John and Dave.

it that it ended up boiling the brakes, but we sorted that. That’s when we suddenly got the call to do the hairpin scene with the Saab, which was shot in only 45 minutes. On the second take, Daniel nearly T-boned it because the driver, Espen, turned in too fast! He only just missed him. Because we were so much further up the mountain and it was still just as hot, the temperature was a problem for both cars. The Saab was knackered by the time we were finished. “We finally wrapped up there as it went dark, and did the 2.5-hour journey back

BEHIND THE SCENES

Dave with the Saab and its driver, Espen.

to Nice, where the cars went straight into a transporter and went home,” Chris continues. “They were 18-hour days for six days, flat out, but in the end, all we had to do was change four spark plugs on one of the cars and bleed the brakes. Oh, and EJB’s starter motor seized up due to dust, so we had to sort that.”

A JOB WELL DONE

The Mini Sport team finally got back to Nice about 12.30pm. “All we wanted was a couple of beers, food and bed,” says Chris. “We said our goodbyes and enjoyed great camaraderie. There was a lot of euphoria, and we felt proud that we’d achieved what we set out to do. We knew we could do it, but even so, to cross the finish line was a big thing.” It was only really after the event that the magnitude of the week set in. “The biggest thing was that it was the nearest thing that we could’ve got to being there in 1964,” adds Chris. “Everyone would’ve done it for nothing – we came away with the kudos and the glow of being part of a fantastic experience. As I said to the guys, ‘it’s another one of those jobs where I’m going to pay you, but you’re going to owe me an awful lot!’

A garden leaf blower proved invaluable in keeping the Minis’ temperatures down.

“They could not believe the passion we brought to the job...” “What I’m pleased with is that Mini Sport, in our 50th year, have the knowledge and experience to carry off something like this,” Chris continues. “Were always striving to better ourselves and push the boundaries. All that experience transcends down to the Mini driver on the road.” The adventure wasn’t quite over yet, however. The team had been invited to the prestigious wrap party to mark the

The final advert scenes saw the appearance of the new F56 Mini John Cooper Works.

completion of the filming. “That’s where I experienced probably the most touching and proudest period of my life,” says Chris. “As we walked through the door, everyone rose and we were given a standing ovation. They could not believe the passion we brought to the job. I thanked them, and said that it was just unfortunate that the real star of the show was now in a trailer on its way home...”

ANOTHER CHAPTER?

The advert first broke cover on September 12, and as you might expect, it’s been brilliantly received by Mini fans. Critics will have their say, of course. Some may mention the appearance of the new F56 MINI at the end, or that the advert is not 100 per cent historically accurate. Granted, the Mini wasn’t quite the curiosity suggested as 38 were actually entered in 1964, and Paddy didn’t overtake his rivals in the same literal way as depicted. But then how would you show that in a film? What can’t be criticised is the spirit and feeling this production evokes. It’s surely the best trip back to the Mini’s giantkilling antics of January 1964 yet, unless someone should go the whole hog and produce a full movie. And on that subject, we’d advise you to watch this space...

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Tech

Mini

TECH The essentials for keeping your Mini on the road.

COST £750 – complete setup £155 – electric water pump kit £300 – competition radiator TIME Two-three hours CONTACT www.med-engineering.co.uk 01455 618464

86 ASK THE EXPERT

Our tech expert Keith Calver answers all your Mini technical queries.

DIFFICULTY

90 PRODUCTS

92 CALVER’S CLASSROOM

Our resident tech guru Keith takes a look at differential shimming and the various different considerations.

96 OUR MINIS

Keith continues work on his Clubman Estate project, and Stephen has a new project to get excited about.

BEFORE STARTING The first rule of working on cars and using tools of any kind is don’t be stupid. Make sure personal protective gear – goggles, gloves, ear defenders, masks and a set of overalls - are hanging on a hook in your garage and use them wisely. If you’re working with power tools, protective gear is essential. Never attempt to work under a car without supporting it securely using suitably strong axle stands. If you haven’t got a fire extinguisher, buy one and keep it near to hand. The bottom line? If you’re not completely confident of your own ability to complete any task safely, don’t even start it. Leave it to the experts.

Words and Photography Stephen Colbran

The latest selection of parts and goodies to lavish upon your Mini.

FIT A COMPETITION COOLANT KIT A front-mounted radiator and electric coolant pump kit can step in when the side-mounted set-up no longer cuts it...

lthough it’s aimed primarily at trackday and competition Minis, we thought we’d take a look at MED’s latest coolant kit, as it would be possible to pick and choose certain aspects for a road car too. That and the fact we’ve never covered the installation of a frontmounted radiator and electric water pump before! The kit includes everything required to convert a regular cooling system with a mechanical pump and sidemounted radiator to a super-efficient Davies Craig electric coolant pump and MED Extreme front-mounted radiator. Aside from the additional cooling capabilities, there are two main advantages here – reduced drag from the mechanical pump to give a slight power increase (up to 5bhp has been gained in previous tests), and the ability to run the pump speed independently from the engine’s RPM. With an additional speed/ temperature controller, or a simple switch, the electric pump can be turned on only when the engine is up to temperature, or left on even after the engine has stopped.

For racers the latter is particularly useful to prevent potentially damaging heat soak. Fitment is straightforward on a typical competition Mini with a removable front end; less so with the inner wings still in place. MED has managed to fit the electric coolant pump kit on a Mini with a sidemounted radiator, but it’s very tight. The front-mounted radiator will be tricky to install on a standard round-nose car, but again it has been done with front panel and grille trimming. A shorter fan belt, or more compact alternator, will be required for extra clearance in this area, as will a side-entry type distributor. On a race car, electric fans are generally deemed unnecessary with such an efficient radiator and pump, but a road car that’s likely to be stuck in traffic will benefit from one. Ambient temperatures will also play a deciding factor. There may be some custom fabrication of brackets required, all dependant on the particular application. Here’s how MED’s Lee Whitton fitted the kit to a flip-fronted Mini Se7en race car.

Tech

1 We’ll begin with the original coolant pump, radiator and thermostat housing already removed. This is a 998cc race engine producing just over 100bhp, where even a small gain gives a notable improvement.

2 Side-mounted Mini radiators have an integral header tank up top, positioned higher than the waterways in the engine to reduce the chances of an air lock in the system. As the front-mounted radiator sits lower down, a separate header tank is required.

5 4 With the tape still in place to protect the paint, drill two holes in the bulkhead for the header tank fixings.

7 The header tank includes an overflow outlet in case of expansion. Here’s a neat way to route the supplied silicone hose, away from the front tyres/brakes. Spilt coolant can be alarmingly slippery.

Fixing methods vary, but our preference would be to install some threaded inserts, Rivnuts, to the bulkhead crossmember. The header tank will be far easier to remove and refit in future if required, as it’s very awkward to fit a nut and bolt.

8 Clean off any residue or old gasket from the thermostat location on the cylinder head and install a fresh one. The thermostat itself is best removed when running this set-up.

3 The most popular place to mount the header tank on a racer is up on the bulkhead. Stick down some masking tape, position the tank and mark the mounting hole location.

6 The header tank installed with the supplied lever-type Stant radiator cap on top. These are the recommended SAE-neck 16psi variety – be careful if buying one separately, as there are several different types.

9 Fit the replacement thermostat housing – a genuine Metro-type with the 8mm take-off for the header tank. MED pre-drills the takeoff so you don’t have to.

12 10 Tighten the thermostat fixings evenly then carefully nip up the nuts with a short spanner, so as not to over-tighten.

11 MED’s kit includes an anodised billet aluminium coolant pump blanking plate, seal and outlet stub.

This does as the name suggests and is installed in place of the mechanical coolant pump. Note that a shorter alternator belt will be required, the size dependent upon your particular set-up.

Tech

13 The Davies Craig electric coolant pump kit is supplied with one straight outlet and one at 90-degrees. It has a maximum flow rate of 80 litres/minute and draws 7.5 amps.

14 A straight reducer hose connects the blanking plate to the electric water pump, supplied longer than you will need so that it can be trimmed to suit the car.

16 15 The easiest hose trimming technique is to use a lightly tightened Jubilee clip to mark the correct length, then cut around it with a sharp blade. Be very careful.

18 Itâ&#x20AC;&#x2122;s easier to install the hoses first, then measure and trim them to suit. On this car, around six-inches was needed to be trimmed back. Others will vary.

With the hose trimmed down to suit, tighten the Jubilee clips. The empty pump only weighs 900 grams and can be safely supported using the silicone hoses. This also helps to reduce potential damage to the pump by insulating against vibration.

19 Refit the bottom hose to the electric coolant pump and install the alloy hose joiner. Nowâ&#x20AC;&#x2122;s a good chance to test-fit the front-mounted radiator along the front subframe.

17 The bottom hose setup has two 90-degree silicone hose elbows and an alloy joiner/T-piece to connect to the header tank. These are supplied longer to suit all applications, and also need to be trimmed down to suit.

20 With the radiator in position, trim the front elbow from the bottom hose to suit. Measure twice, cut once! Re-fit the hose with the supplied Jubilee clips. These are tightened with a 1/4-inch AF socket.

23 21

The bottom hose connects up to the lower stub of the header tank with a 19mm silicone With the hose trimmed, plumb the bottom hose. A slight trim to suit will be required here. hose joiner into the header tank up above.

The front-mounted radiator has four mounting lugs, designed for quick release mounting on a racing Mini. The inlet and outlets are on the same side for convenience and thereâ&#x20AC;&#x2122;s a bleed screw on top to remove any remaining air locks.

Tech

25 24 This particular car has some simple brackets welded to the front subframe to hold the radiator in place.

At the opposite end is this little tab, hooked over the top lug and bolted to the transfer gear housing - quick release and simple. The sturdy silicone hoses complete the radiator support.

26 An alternative installation here on a road car shows a slightly different approach, plus an electric fan.

29 28 27 Tighten all of the lower Jubilee clips and that’s the majority of the system plumbed in.

The top hose assembly consists of two silicone elbows and an alloy joiner tube. Again, adjustment to the lengths is possible here to allow for different installations.

In race use or in very warm climates, the wiring is simple. The electric coolant pump is simply switched on permanently to run at full speed, via the supplied wiring harness and four-pin relay. Installing a switch in situ will allow independent control, but adds the risk of forgetting to switch it on or off!

The final section to connect up is from the thermostat housing to the top of the catch tank using an 8mm silicone hose. The system is now ready to be filled with coolant and the air bled from the radiator, so check for any leaks as you go.

31 On a road car installation where a faster warm up speed may be useful, an additional electronic speed controller and temperature sender can be installed. However, this does add complexity to the set-up – an extra sensor, controller, additional wiring and cost.

32 Both installation types come with simplified wiring diagrams as shown here and step 30. Ultimately, the choice to run an additional speed controller or not is down to personal preference. It’s not required in most cases, but if you enjoy your electronic gadgets… The pic above shows Joe Thompson putting the system through its paces.

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New Camshaft Kits

Prices

ED camshaft kits have been re-launched, with reduced prices and four new packages on offer. Stage 1 includes cam followers, a racespec oil pump and MED cam timing disc. Stage 2 adds a duplex alloy/ steel vernier and double valve springs. Stage 3 features our 1.5:1 rollertip rockers for the ultimate road camshaft package. Stage 4 includes a Piper race camshaft and MED LDX 1.5:1 roller-tip rockers - the very best! We’ve invested 36 years of experience to develop our own range of performance cam profiles for all A-Series engines. Steel blank cams are cross-drilled and heat treated for the ultimate upgrade. The 256 duration HT provides tractable road performance with low-down power from 1000-6000rpm. The 264 duration RS is a perfect weekend performance cam, power band from 1250-6500rpm. The 280 duration XT fills the void between road and race, power from 2500-7250rpm for trackday outings.

MED components are very carefully designed, manufactured, machined and assembled in the UK. We offer bespoke road/competition engine kits and fully-assembled racing engines to A-Series competitors and champions worldwide. When only the best will do, we’re here to help.

Road camshaft - HT (High torque), RS (Road sport), XT (Track day) Race camshaft - wide range of profiles to suit application Stage 1 camshaft kit (HT, RS) - cam, followers, pump, timing disc Stage 2 camshaft kit (HT, RS, XT) - as Stage 1, plus duplex vernier & springs Stage 3 camshaft kit (HT, RS, XT) - as Stage 2, plus 1.5 roller rockers Stage 4 camshaft kit - race cam, race springs, followers and LDX rockers Steel/alloy duplex vernier kit - adjustable cam timing made easy All-alloy duplex vernier kit - weighs just 900g Lightweight simplex kit - for when every gram counts, race use only Camshaft gear drive kit - direct drive cam timing, no chain Camshaft follower set - high quality chilled iron Race-spec cam follower set - lightweight drilled option 1.3:1 or 1.5:1 roller-tip rockers - the best on the market Steel pushrods - premium quality, for 998, 1275 or 8-port

See the website for our full range of road and competition Mini components www.MED-Engineering.co.uk 0044(0)1455 618464 Unit X, Tungsten Park, Hinckley, Leicestershire, LE10 3BE *All prices listed include VAT and are subject to change without prior notice

£160 £220 £185 £330 £500 £775 £125 £135 £145 £235 £20 £40 £235 £95

/MEDRaceTechnologies

@MED_Engineering MED Engineering

Tech

ASK THE EXPERT

Ask the expert Your Mini questions answered by Keith Calver.

ADDING BOOST

I’m looking to build a really quick Mini, and fancy going down the forcedinduction route. I’ve considered both turbocharged and supercharged engines, but it seems that many of the supercharged conversions do without straight-cut gears, which better suits my budget. Is this because the power delivery is more linear than a turbo and doesn’t put as much strain on the transmission? People also seem to use less fancy engine management with a supercharger than a turbo, but is this just coincidence? Mario I suspect the main reason for supercharged Minis ‘do without straight-cut gears’ is because the fitting of a supercharger is a whole lot less involved than fitting a turbocharger. Fitting a supercharger using one of the various kits offered does not require the power and transmission unit to be removed. The typical turbocharger installation uses the MG Metro

A good specialist can replace a roof skin.

NEW ROOF

I have 1972 Mini 1275 GT, which at some point has been fitted with

Supercharger installations are often less involved than turbo builds.

ASK THE EXPERT

Our experts can help. Just em minimag.ed@kelsey.co.ukail with ‘Ask The Experts’ as the subject.

Turbo set-up that requires bodywork surgery to give clearance to the installation. So many take the opportunity to go the whole hog on the build. However, it needs to be clear that straight-cut gears are not stronger than helical gears. Even where the transfer (drop gears) are concerned. I have written reams over the years on this subject. Basically helical gears

have a wider tooth and stronger tooth profile than straight-cut gears. Straight-cut gears were an easy and quick way of making small batches of gears with different ratios at sensible prices. I am not entirely sure why supercharger kits should need less engine management facilities than turbo’d engines. But then again, I think this use of electronics is probably because

they are available quite cheaply now (Megajolt for example), are enthusiast tunable with readilyavailable software, and a mountain of knowledge and advice is available from the various forums. When Howley Racing built the power and transmission units for the Group A Metro Turbos they didn’t have all this stuff. They used a dizzy and a carb and still made 220bhp

nasty 1980s glass sunroof. I was wondering about fitting a Webasto sunroof in its place, but I’m a bit worried about security as the Mini has to live outside under a car port. So I’d rather have it welded up – do you know of anyone who could patch the roof successfully? Or would I be better off having a whole new roof fitted? I’ve seen you can buy the panel from Heritage but it must be a huge to job to actually fit one. Jorge

I have long since learnt not to recommend other companies to work on the Minis of those that ask. Let us just say that on a few occasions it has come back to bite me in the butt! Having said that, there are quite a few Mini bodywork specialists scattered about this fair isle that are more than capable of replacing the steel roof section on your car. You only have to note the names of those Mini bodywork specialists that have

performed wonders on any number of cars that have featured in this publication to find a list of possibles. Like just about all bodywork on a Mini, not much of it is difficult, especially to those that have the tools and experience. A good step forward is to check out any local to you Mini clubs, as they often prove to be a great source of information on where to get things done and by whom in the locality.

ASK THE EXPERT

SUSPENSION SQUEAK

My Mini seems to have an irritating squeak coming from the suspension. I recently replaced the tierods and lower arms with new bushes, but the squeak is still there. It had new knuckle joints before I bought the car, and they still look OK. Could it be the dampers perhaps? I’m wondering if I can use some kind of grease to on the bushes to get rid of the squeaking noise? Ray

It could be just about anything that moves with the suspension motion. And just because you have fitted new parts does not mean to say they can be eliminated – it depends

upon the quality of those parts fitted and how well they were done. For instance, fitting new bottom arm inner bushes, even of good quality, could still squeak if the bottom arm pin retaining nut was tightened before the car was standing on its wheels again. Tightening that nut up with the car sat on axle stands with the wheels at full droop will twist the new bushes quite a bit. It should be done with the car standing on its wheels on the ground so the bushes are at a more natural, in-use position. This is also why bottom arm bushes seem to wear very quickly. Usually the bushes do not need greasing, but you can get proper rubber grease. Using that will help eliminate squeaks on new bushes and help them last

longer. And it wouldn’t be the first time I have checked new knuckle/gaiter/cup assemblies to find they have either no, very little, or incorrect grease in them. It could also be that the knuckle cup socket in the top arm has worn or corroded enough for the new cup to be a sloppy fit in it. It could be the dampers, either the eye bushes at each end, or perhaps the damper rod if the damper has run out of oil and gone dry. The eye bushes in most dampers are replaceable, but if the damper has ejected all its oil it will need replacing. It could also be the top arm needle roller bearings that run on the top arm shaft where it is mounted in the subframe. This is more common than it ought to be simply because folks forget to

Tech

Knuckle joints can vary in quality.

re-grease them via the grease nipples sticking out of the arm. Eventually they dry out and then seize altogether. You could try re-greasing them so see if that gets rid of the squeak. If it does, you know the needle rollers have been running dry for a while, so I would suggest stripping the top arms out and servicing them with new needle rollers and shafts. I believe the main vendors do these in a kit for each arm.

“Something learnt as a child is that electricity and water do not mix well at all...”

other than the registration plate lamp on the bootlid that would carry any electrical current, and I would not have thought the two small festoon-type bulbs would and 180lb.ft torque – enough to from a mate’s the other night, it inclement environment under the bonnet causes them to demand enough current to get require the transfer gears and keep blowing fuses for the corrode over time. It takes place the bootlid cables that hot gearbox be changed between lights, to the extent that I was should the earth on them fail. It practice and the race to ensure only left with the rear foglight. I on the back of the fuse box, so would simply blow the bulbs. does not get seen until it is reliability! I have seen the some replaced all the fuses but they This is unless something else of the transfer gears used in are all blowing again! On closer usually way too late. Removing these cars that were part of the inspection I’ve noticed the the two large self-tapping screws really weird and unconnected reliability learning curve – plastic sheath coating on the that hold the fuse box to the with the car’s normal running devoid of teeth is the only way to bootlid cords appears to have bulkhead and rotating it so you state has occurred. describe them. Using melted! Could you tell me what can look at the back of it tends to electronics, particularly for the an earth is going on? reveal the issue – a furry mess of RUBBING TYRES ignition side of things, and now Alex rotted electrical contacts. A I’m running a 1998 Mini traction control, means a whole Replacement fuse box is the only Balmoral MPI in good lot more reliability. way forward if any of this I have said a thousand overall condition, which is corrosion is evident. times that automotive completely standard apart from If you are sure the bootlid BLOWN ELECTRICS electrics is not my specialist a stainless exhaust and Rover retaining strap plastic sheaths I have a weird electrical subject. From your description Minilites with Yokohama tyres. have melted and have not simply The problem is that, when I problem with my 1989 there may well be two issues Mini City. When driving back happening coincidently, or they hardened and gone brittle with round a right hand bend, I hear age, that is very weird. It suggests a scraping noise at the back of could be connected. The first the cables have been acting as the car. It only happens problem to look at is the condition of the fuse box. As it is earth straps, causing the metal sited under the bonnet in the cables to get hot enough to melt engine bay, it is not exactly in the the plastic sheaths. The usual healthiest of environment for advice would be to check the longevity. Something learnt as a battery earth strap in the boot to child is that electricity and water ensure it is good condition. do not mix well at all. Where the However, that wouldn’t really fuse box is concerned, the make sense as there is nothing

Fuse boxes often corrode.

Shim spacers with longer studs.

Tech

ASK THE EXPERT

CARB NEEDLES

My dad and his brother were seriously into Minis in their youth back in the late 1970s. I have inherited some of their passion, though I have mostly so far stuck to very clean and standard examples of the marque. I am now tinkering more and in search of more performance. To that end I have rebuilt a lowmileage 1275 engine with a mild cam upgrade and modified cylinder head. Aiming to keep the costs down as much as possible with this project, expand my knowledge of tuning to get the best from this engine and living in an area that hosts no rolling road facilities, I will be attempting to carry out the tuning myself. My inheritance also included a good selection of general service tools, and a pot full of carburettor needles. I get

previous non-sprung (fixed) type. But on full load/wide open throttle those needles would clear the jet tube, tilt sideways and jam the carb piston wide open. Hair-raising to say the least! The needle length was increased to prevent that from happening, and so was used across the entire range of biased-sprung SU carbs, irrespective of choke size. So to the disc shaped section – this is actually a separate part to the needle and can be easily removed by The simple answer is yes using a small punch and hammer with the top-hat you can. Dealing with supported by something – the length first, the only vice jaws, a suitably-sized reason the sprung (biased deep socket, etc. Just take sprung or ‘swinging’ needles great care not to distort the are as long as they are is top hat. Before removing, because the first application measure the depth from the of this design was in the 2.0top of the top hat to the top of inch choke SUs fitted to the later-spec Jaguars sold in the the needle inside it. Once the top hat is removed you will USA. Originally the needles see the needle has a knurled were the same length as the

the basics of what is involved in getting the best performance from an engine, but I have a small problem. The SU carbs I have on hand are all of the later sprungbiased type. The pretty large selection of needles inherited are all of the older non-sprung type. Can I use these needles in my carb? Aside from the obvious length difference, there is the disc shaped section where the needle fits into the carb. Roland

“John Cooper was as keen on developing cornering capability as he was the engine’s performance...” when I’m cornering, and not always. The car was recently serviced, so I’m a bit annoyed by all of this. Richard

standard Mini Cooper 4.5x12inch rims, they rubbed on the dampers at the rear when pushed. Consequently part of the Cooper handling kit was a pair of 5mm rear wheel shim When John Cooper set spacers and longer wheel studs. about tweaking the first of It sounds like the latter are the 1275 re-born Minis in the needed on your car, or your early 1990s, it wasn’t just the radius arm bushes are worn and engine that received attention. causing the tyre to hit the The great man wasn’t just a damper or wheel arch inner. For horsepower hero. As others have the latter, jack it up safely and said, he commented to me in check for play in the arm. one of our chats that ‘anybody BAD BUMPER can drive a car fast in a straight I recently had someone line, cornering is where the fun drive into the back of my is’. John was as keen on 1992 British Open. It’s not done developing that cornering capability as he was the engine’s much damage, save for a crease in the rear bumper. I bought a performance. When it came to replacement stainless item from cornering grip, the wider foota show, but it seems to foul the print, lower profile Dunlop boot hinges now, to the extent 165/60x12s were the tyres of I’ve scratched all the paint choice. But, when fitted to the

trying to get it on. Is this a common problem? I would’ve though all bumpers would be the same, and it wasn’t cheap! Marc It is an extremely long time since I fitted any bumpers to any of my Minis! Mostly because they are all in various states of disrepair so not roadworthy. But, it could well be that the body flange the bumper fits to has been damaged in the Poor quality bumpers can often foul the boot hinges.

Fixed-type needles can be used in later carbs.

area where the top hat is fitted. Use a small dot punch to make several ‘dots’ around the shoulder of the fixed needle in the same area as the knurling on the sprung needle, then drop the needle in through the top of the top hat and tap it through with the small punch until it is set at the same depth the spring needle was. Good to go! I highly recommend using the excellent on-line facility www.minty-lamb.co.uk/ suneedle for comparing the needle profiles. I have used it extensively for years for such a purpose. If you do use it, I would ask that you make a donation to its upkeep as seen at the top of the page. It must have taken the creator an enormous amount of time to construct. bump, though you may not be able to tell by inexperienced eye. You should do one of two things. Either get a body shop to take a look at it, or try and get your hands on a genuine original bumper and see if that fits properly. You may well have one on hand – the front bumper off you car. Mini saloon bumpers, excepting the Clubman, are all the same front and rear. But as with very many aftermarket components on the market these days, it could be just a badly made example, and a penalty for buying one cheap at a show.

CO OMING UP P IN

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TICKET BOOKING COMING SOON!

Tech

PRODUCTS

Products The latest Mini products

CHILDREN IN NEED MODEL £23 including P&P This special Children in Need Mini model has been produced by Ian Dunning – a.k.a. Corgi Miniman. Based on the popular Corgi 1:36 scale Mini, it’s made with Swarovski crystals and features a neat ‘PUD5EY’ numberplate. Just 300 will be made, with £2 from the sale of each Mini going to BBC Children in Need. A credit card order line open is open from Tuesday to Friday from 6pm-10pm. � 01482 653571

REAR LIGHTS MkII/III unit £50.40 each, MkIV unit £46.25 each As well as the MkI rear lamps featured in our October issue, Mini Spares can now offer Lucas-style units for later cars. Made from the original and genuine tooling, they’ve been launched as a response to poor quality alternatives on the market. They are available to suit MkII/III cars, and MkIV-onwards vehicles with reversing lights. The assemblies include bulbs, frames and the rubber seal for the body. Order as 13H6479 for righthand and 13H6480 for left-hand (MkII/III) or XFB101200 for right-hand and XFB101210 for left-hand (MkIV). � 01707 607700 � www.minispares.com

MED FLEECE

PRE-’76 FUSE BOX £6.30 With winter approaching, the last thing you need is dodgy electrics. The main culprit is likely to be a corroded fuse box, and thankfully Mini Spares carry stocks of the pre-’76 twin fuse box as used on a variety of Minis and contemporary vehicles. This is the ‘later’ early model set-up, with blade connectors rather than the less reliable screw terminals, and it comes complete with a cover. Order as part number 606253A, with the cover available separately as part number 505158A � 01707 607700 � www.minispares.com

DRY DECK KIT £140 (full kit) Previously only available to suit 73.5mm offset-bored engines, MED’s dry deck head gasket and complete kit are now both available to suit plus-0.020-inch, plus-0.040-inch and plus-0.060inch bore sizes. The kit comes with a steel shimmed head gasket with blank coolant gallery holes, saving on the machining time and cost of blanking off the original coolant galleries in the block. It also comes with CNC-machined alloy coolant adapters and a silicone coolant hose, plus the hose clamps. Minor machining will be required to fit the kit, so contact MED for more information. � 01455 618464 � www.med-engineering.co.uk

£30 Mini engineering guru MED has prepared for the colder months by adding this very smart black zip-up fleece to its arsenal of products, embroidered with the MED Racing Engines logo in red and white. It’s just the job for keeping warm on those chilly nights in the garage or days out with the Mini! It can be ordered in unisex sizes from small to extra large. � 01455 618464 � www.med-engineering.co.uk

PRODUCTS

Tech

MINI CALENDAR ASH TRAY SURROUND £6.50 plus P&P Add a touch of bling to your later Mini’s interior in a matter of seconds with this bargain-priced ash tray surround from Smiffy’s Bits. Made from stainless steel and polished, this is a neat little modification that simply sticks in place using double-sided tape or glue (not supplied). Handily, you can still remove the swivel part of the ash tray to empty it when required. � 07974566841 � http://stores.ebay.co.uk/Smiffys-Mini-Bits

£10 plus P&P Our resident ace snapper Matt Woods has photographed some amazing Minis over recent years, and now he’s gathered together 12 of his favourite images in a special 2018 Mini calendar. Matt admits it was hard to narrow his selection down to just 12, but he’s managed it with some great variety, and they’re all cars you’ll recognise from past issues of Mini Magazine! These full-colour glossy calendars are A4-sized and cost £10 each plus £2.99 postage and packaging. They’ll make a great Christmas present, but be quick as numbers are limited. � www.mattwoodsphotography.com

BULKHEAD INSULATION PAD £70.69 Many Minis were fitted with material on the bulkhead to assist with noise reduction, but it’s likely to be well past its best by now. Mini Sport is offering an adhesive-backed foam insulation pad as a replacement. It comes pre-cut to suit the bulkhead layout of right-hand-drive Minis up to 1988. Versions are also available for later carb and injection Minis in both RHD and LHD format. � 01282 778731 � www.minisport.com

INTERIOR LAMP £5.41 Mini Spares now has stocks of the surface-mounted interior lamp fitted to Minis from 1974 until 1984, after which the factory recessed the lamp into the headlining. Made from rectangular grey plastic and fitted with a white lens, it’s suitable for kit cars and other classics as well as Minis, and comes fitted with a bulb. Order the complete unit as part number EAM1650 at £5.41. � 01707 607700 � www.minispares.com

GASKET AND SEAL KIT

£27.60 Planning a winter rebuild? Mini Spares has introduced a complete block, gearbox gasket and seal kit suitable for all engine sizes, both A-plus and pre-A-plus. It comes complete with a Mini Spares Evolution clutch oil seal, differential oil seals and rigid half moon gearbox seals. Order the kit as part number AJM100MS, but note that if it’s being used for a Cooper S, the correct S diff seals will need purchasing separately as part number AHU1082. � 01707 607700 � www.minispares.com

Tech

CALVER’S CLASSROOM

The varying components that make up a Mini diff assembly.

KEITH CALVER

DIFF BEARING PRE-LOAD

Keith has been Mini Magazine’s tech expert since we launched in 1996. Keith’s Mini CV speaks for itself: he joined the motorsport scene as a Miglia competitor in 1978, before a five–year stint at the Mini Spares Centre (London) in the early ’80s. Now independent, Keith builds race engines for numerous disciplines. His 1275 GT race car and sharing his vast amount of Mini knowledge are also main focuses.

Keith discusses the various shimming methods that will help you achieve the correct pre-load on your Mini’s differential bearings.

ast month’s ‘How to’ on changing the final drive crown wheel and pinion in a late rod-change type gearbox alerted me as to something I have neglected to cover before, and that’s correctly setting the differential bearing pre-load. I have covered it in a general way some long while ago now, but there is a need to be a bit more specific about it because of changes in diff bearings, gaskets and assemblies. Simply following the method laid down in the Haynes or BMC workshop manual is now no longer really relevant because of these changes. The pre-load is measured in tiny increments of an inch, so any variation away from the ancient, original component dimensions will have a significant effect. There is also some confusion over exactly what type of gearboxes use what gaskets, if any. I’ve had many discussions with folks over this, and though I’ve admittedly only put a small amount of effort into investigating if there are any

hard-stated facts on it, I didn’t find anything I would call concrete. Arguments given over why earlier boxes had them and the later ones didn’t tend to revolve around how much clamping pressure is applied to the diff bearings in the casing. Fitting the gaskets used in the earlier gearboxes where there weren’t any originally will reduce the clamping

dowels then line-bored all the way through from one side to the other. I very seriously doubt that BMC/Rover went to the bother of fitting shims or gaskets to the earlier casings, then thought ‘this is mad, let’s not bother with the shims’ when the A-plus gearboxes were introduced. I have certainly seen lots of earlier casings that had gaskets fitted

“There is confusion over what type of gearboxes use what gaskets, if any...” pressure, therefore possibly allowing the bearing outer races to spin in their housings. Not fitting gaskets where there had been previously – just using sealant as with later gearboxes – would overstress the casings and possibly cause the diff housing to crack. My take on it is this. To make sure the diff bearing bores are perfectly round and true, each diff housing is fitted to the main casing, positively located by two

between the diff casing and main casing show witness marks where the bearing races have spun in their housings. Therefore only going for sealant instead of gaskets here is not a problem. But there is one thing I am pretty certain of, and that’s that every gearbox used diff side plate to main casing gaskets. Over the decades I have stripped hundreds of gearboxes down. Every last one that had not been tampered with since leaving the

CALVER’S CLASSROOM

Correctly setting the diff bearing pre-load, component dimension variations aside, is down to two specific dimensions. The step here from the gearbox casing flat side to the bearing outer race face...

factory has had side plate gaskets fitted. This is not a full blow-by-blow account on carrying out the full differential installation, just how to sort out the diff bearing pre-load. I always sort this out first as a trial build, strip it back down then do a full final build

… as would those with numbers cast into the front of the casing, DAM4818, DAM2886 (as here), or DAM5626.

… and the step from the side plate’s flat inner face and the top of the ridge that projects into the diff casing. It is the variation of this that scuppers the quoted method of sorting the pre-load laid down in the manuals. That method relies on the side plate ridge contacting the bearing outer race before the side plate butts up against the casing. That may have been the case in original bog-standard gearboxes decades ago, but not many I have come across in the last 20 years.

fitting all the relevant components, applying joint sealant and torquing all the fasteners up to their correct levels. To be able to carry out this job, the basic minimum measuring equipment is a vernier caliper to measure the thickness of the side plate gaskets being used, and

A number of alternative aftermarket gasket manufacturers produce gaskets in different thicknesses that affect the pre-load. A few extracted from my tub of gaskets and shown here measure, left to right, 0.0175-inch, 0.017-inch, 0.0095-inch and 0.015-inch. The latter with the bead of sealant on it is the ‘genuine’ Rover item. I have come across others that have been 0.008-inch and 0.011-inch, so it’s essential to measure them before using them. It does not matter if you use two different thicknesses as long as you either stick to the same two of thickness gaskets next time around, or re-set the pre-load. On the genuine one with the sealant, the sealant side goes against the main casing, not the side plate.

Tech

the thickness of the diff shims. A micrometer is a much more accurate instrument. Access to a depth micrometer makes the job very quick, easy and highly accurate, but a serviceable set-up can be achieved with vernier and feeler gauge set.

Identifying whether your gearbox had gaskets between the diff housing and main casing when originally built is pretty straightforward. The later A-plus rod change casings with the bigger idler gear bearing and narrower thrust washer surface around the bearing would have used sealant...

Earlier gearboxes with the smaller idler gear bearing and wider thrust washer surface around the bearing would have used gaskets from the factory.

These earlier ‘boxes are numbered DAM1832 for the first of the rod-change casings, and 22G1128 (shown here) for the remote-type. All boxes made prior to these would have also been fitted with gaskets at the factory.

Tech

CALVER’S CLASSROOM

There are also different types of bearings. The earlier type (probably pre-1980 when the A-plus explosion happened), was a full track design that required fitting the correct way around, defined by the ‘THRUST’ reference on them (left). The thrust face was orientated outwards away from the diff assembly. The advent of the A-plus engine and gearboxes saw much effort to reduce drag where possible to improve fuel economy, resulting in the three-quarter track bearing design (right). The open bearing side goes against the diff assembly. For bearings that either have an obvious orientation or no ‘thrust’ side indicated, the pre-load is 0.001-0.002-inch. Those with an indicated thrust side the pre-load should be 0.002-0.003-inch.

To sort the pre-load, fit the diff unit in the casing and push it as far to the right hand side as you can.

Fit the diff housing You only need to use the four 9/16-inch AF nuts at this time, plus gaskets if you are fitting them. Where sealant is to be used, do not use it yet. It is always best to establish the pre-load first, then apply the sealant on the final build. Give the nuts a good tweak to seat the diff and housing, then release the nuts and do them up again just to pinch the housing down.

Fit the right-hand diff side plate with one of the gaskets you are going to use. On a rod-change box, don’t bother fitting the gear selector detent spring ball and guide at this point – it can go in during the final build. As you do the bolts up, you will feel the side plate pushing up against the diff bearing. This is why you pushed the diff as far over to the right as possible, to make sure the bearing on the right was hard up against the side plate ridge. Give the bolts a good tweak to fully press the side plate against the casing.

If you have access to the necessary equipment, measuring from scratch is the best way to go. Use a depth micrometer to measure the depth of the step from the side plate face to the bearing outer race face and make a note of that. A vernier gauge can be used, but you have to be extremely careful to make absolutely sure you are measuring dead square and flat. This one measured 0.158-inch.

Measure the depth of the ridge on the side plate and make a note of that. We’ve used the depth micrometer, but again it can be done with a vernier with the same provisos as in step 12. This particular one measured 0.127-inch.

CALVER’S CLASSROOM

Measure the gasket thickness and make a note, done here with a micrometer. This measured 0.016-inch. Subtract the gasket thickness from the side plate ridge depth measurement because fitting the gasket reduces the depth of the ridge by that amount. So 0.127 minus 0.016 equals 0.111-inch. To establish the shimming required to get the pre-load correct, subtract that from the depth of the bearing race in the casing, then add the pre-load amount required. So 0.158 minus 0.111 equals 0.047inch. Add 0.002-inch for the required pre-load and the result is shims to the total of 0.049-inch are required.

Tech

Using a vernier to measure the gasket thickness is OK, but you need to be aware that verniers are not 100 per cent accurate. That’s why many an engineer refer to them as ‘very-nears’. As you can see the display shows 0.0175-inch, but when measured with a micrometer it’s a shade over 0.016-inch.

Sorting the pre-load with the feeler blade method, you need to fit several shims, so either use the ones that were in there originally, or select a few and fit them.

Diff shims are available in a variety of thicknesses from a very skinny 0.002-inch to pretty fat 0.020-inch.

To avoid the hassle of the shims falling out when trying to fit the side plate, dabbing a few spots of grease on the shims helps stick them together and to the diff bearing outer race.

Assemble the side plate to the gearbox, doing the bolts up lightly, preferably with your fingers, so the side plate ridge is just pressing up against the shims. Now measure the gap between side plate and casing. Subtracting the measured gasket thickness from that reading will tell you what shim thickness to put in or take out to achieve the pre-load required. So if you want a 0.002-inch pre-load, and your gasket measures up at 0.016-inch thick, you need to achieve a feeler blade measured gap of 0.008-inch.

Our Minis Tidy. Blasted and lacquered casings finally reassembled.

Keith Calver Minimag Tech Expert

closeMSC heavy-duty helical and tly. ratio gear kit fitted perfec

MINI LIFE Started out as

‘a hand with the spanners’ to my cousin Peter who’d just started racing in Mini Miglias. Spent fortunes at Mini Spares Centre building a couple of Miglias before joining the company for 5 years. During my ‘Mini Life’ I’ve had everything on the road from bog standard 850s to Monstrous 1600s and every conceivable variation in between.

MINI SPEC Clubman shell undergoing a serious diet. Latest engine spec will be 1330cc with Marine Engineering crankshaft, billet steel con-rods, bespoke made one-off forged pistons. Cam will be a Graham Russell 308 full-race item, with large diameter cam followers. New venturispec cylinder head, 1.4:1ratio solid steel CST rockers, MSC competition push rods and Weber 45DCOE on Maniflow five-inch inlet manifold. MSC Clubman s/cut or MBE Race Engineering dog box, MSC EVO drop gears, MSC EVO (Tran-X) LSD, AVO dampers, 8.4inch slotted discs, MSC four-pot ally callipers, Mintex F4R pads, 6 x12inch MB split rims, Yokohama A048R tyres. MINIS OWNED 1275 GT Racer 1990 Mini City 1985 Ol’ Red 1973 Clubman 1989 Mini City E 1989 Mini Thirty

To do list 1. Fit head and rocker

gear to engine. 2. Dyno engine.

3. Build hubs up.

Head and ‘box success Keith’s on the home straight with his Clubby Estate power unit.

hough my plans to spend more time on my Minis hasn’t seen the lengthy activity I had hoped for, it’s certainly seen a massive up-turn in getting things done. Getting a cylinder head completed for the Clubby has taken quite some time because of diverting partially-done heads to customers in desperate need, but I’m pleased to say I have now completed one for this build, and it is not being sold on! Despite being very much more tortuous and time consuming than doing a large-bore head because of the intricate smallness of everything, or perhaps because of it, I find the end result so much more pleasing. Gotta love a modified small-bore head! I have had discerning comments about going with Hammerite metallic dark blue for the power unit, particularly considering it is going into a green car, but I think it will work just fine, especially with the blasted and lacquered ally casings. Talking of ally casings, the gearbox build is also now complete. It wasn’t the usual straightforward build though – despite using all the internal parts from the casing stripped down

as the donor, I could not get the interlock spool barrel to rotate into place in the bell crank levers. After checking other various components and their positions I stripped the gear assemblies out again to find that even then I couldn’t get the interlock spool sleeve to engage. So out the whole selector linkage cam again. I’ve never come across this before, but the ridge on the interlock spool simply would not fit the slots in the bell cranks! And it came out of what was, presumably, a working gearbox. That solved, the rest of the ‘box build was a breeze. I’ve even also done the idler gear end float shimming, so it’s all ready for fitting. I decided against going for the new light steel flywheel and backplate set-up, mostly on cost grounds. This whole power and transmission unit

build is not money no object. Though I save healthily on major components (cylinder head), labour and most of the machining as I can do all that myself, just buying in all new components all the time soon racks up the total cost. So I went for a lightened standard iron flywheel and back plate, but this didn’t turn out as cost effective as I first planned as my lathe spat its dummy with drive belt and pulley issues. I have a new no-join belt, but have yet to get the pulley re-crowned, so my highly talented mate Adrian Dodd did the honours for me on them instead. Dig that colour!

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Our Minis Jeroen is making steady progress with finding all the right bits for his Le Mans Marcos.

Jeroen Booij Maximum Mini writer MINI LIFE My first car

was a Mini, and many more followed, but the focus became more and more on kit cars and specials, and more and more on researching them rather then owning them. I’ve tracked down several long-lost obscurities and wrote three books on Mini-based vehicles so far, known as the Maximum Mini trilogy of terrors.

MINI SPEC 1966 Le Mans

Mini Marcos. This car came with a 1289cc Cooper ‘S’ engine, AEA649 camshaft, AEG480 crank, AEG163 head, AEG333 gearbox casing with straight- cut close-ratio gears, SU H4 carburettors, double radiators and much more but is now a bare shell!

MINIS OWNED 1966 Le Mans Mini Marcos

Petrol tank troubles Jeroen has to overcome some hurdles with his Le Mans Marcos project.

To do list 1. Reproduce the filler neck. 2. Have seats

refurbished. 3. Find rare

parking lights.

n my last report, three jobs were on the to-do-list. First up was restoring the fuel tank and pedal box, the second was to find or reproduce another bucket seat and the third was to restore the magnesium wheels. Things didn’t go quite as I expected them to go, but I am happy to conclude I have now actually managed to finish all three of them! Beginning with the petrol tank, I planned to use electrolysis in order to de-rust the inside. I’d had a look at some DIY movies on YouTube and it all seemed pretty straightforward. What you need is a 12-volt power source (I used a battery charger), a piece of slave metal, water, soda and citric acid. The idea is that you fill up the tank completely with water, add soda to it, place the piece of slave metal into the tank without touching the metal and attach the plus and minus to the slave metal and the tank respectively. When you switch on the power, the rust will be attracted to the slave metal as if it’s a magnet, and after 24 or 48 hours your tank is rust-free. You then only have to soak it in a water and citric acid mixture for

another period of time and the inside should be like new. However, when I filled the tank up with water I soon found water leaking from three places on the seal and I had to give up the whole electrolysis plan. Blast! The original petrol tank needed to be restored regardless, so I decided there was only one way – order a new Minivan petrol tank (as was used as a base for my tank), cut the old one open, do the same with the new one and weld the bottom half of the new one to the top half of the original. I contacted my friends at Mini Spares North, who sent over a new van tank at a special price and with rapid delivery. Now, welding up a tank isn’t exactly easy, so I was lucky when an old acquaintance told me he knew just the man for the job. Martin Martin with the completed tank.

Braakensiek is an old blacksmith who has been dealing with this sort of job for decades. Examining the tank, he immediately noted that it had been autogenously welded, and he agreed to re-weld it in similar fashion. And what a marvellous job he did. Martin managed to cut the old tank open on the exact seem where it had been welded by Jean-Claude Hrubon all those years ago, and placed it together right on it too. He also replaced the old drain plug, blasted the inside and sprayed the outside beautifully in the correct satin black. Job done! Meanwhile, I used my electrolysis set-up to de-rust the pedal box and its pedals, as well as the few steering column bits that I had. It worked beautifully and they came out as if they’d never seen any rust at all. I zinc sprayed them before putting a layer of satin black from a spray can on them. The next job was to restore the extra set of magnesium wheels I’d managed to find last summer, which were corroded but looked OK to me. I just needed another specialist to restore them as magnesium is a very delicate metal and won’t benefit from

Our Minis De-rusting the pedal box by electrolysis.

Filling the original tank with water revealed leaks.

Kees Smelik with one of the mag wheels.

The leaks were very obvious!

“Some time later a big box arrived safe and sound...” sand-blasting (if it survives it at all). I contacted Strada e Corsa in The Netherlands, who are a restoration company for Italian thoroughbreds, and it gave me the address of a specialist in central Holland named Wheeltrim. I explained to the boss, Kees Smelik, that I didn’t think I’d ever find another set (very few were actually made in 1964), and so he mustn’t ruin them! He convinced me that a mild blasting would be the only way to get them really corrosion-free, which is necessary to keep them that way for longer than a couple of months. Next he advised me to have them powder-coated, which gave me another headache. This is a strict no-no according to some, but Kees said it really would be the best option to get them right. Eventually he persuaded me and now that they are finished I am pretty happy with them.

They look beautiful in their original off-white colour. The bucket seat was last on my to-do-list and I am happy to have found one, too! From the only vague period photograph that I had showing some of the car’s inside, I concluded that it most likely came with Sprinzel Rallye 2 seats. I found one in the UK some months ago, but that was a lucky buy it seemed, as finding a second one proved particularly difficult. I’d just decided that fabricating my one seat was the way to go, when Simon Grist contacted me. Simon just found two of them and needed only one for his own project car (a Heerey GTM). We made a deal and some time later a big box arrived safe and sound with a beautiful Sprinzel seat, exactly the same as the one I already had. It wasn’t the only parcel to arrive in recently, but more on that next time...

The pedals came out rust free.

original The old bottom half - an ! ory hist ns Ma Le of piece

Our Minis Dan and proud new owner Stephen with the Se7en.

Stephen Colbran Contributor MINI LIFE My Mini life

began aged 13 with a SEGTO Junior race Mini, followed by the usual path of learning to drive in a Mini, joining a local club and getting involved in the shows. 17 years later, I've driven, photographed and written about some of the best cars on the scene. I've now got two project cars – a stripped-out trackday warrior and a supercharged MINI Cooper S daily drive. Both have their merits, but only one works...

MINI SPEC My project is

a more traditional style Mini with a tuned 1330cc A-Series, whilst this latest build from my dad is anything but normal. It features a Vauxhall Astra VXR turbo engine, 5.5-inch roof chop and a ‘70s custom style. It’s a homebrew retirement project on a budget, built with a host of one-off mods and fabrication.

MINIS OWNED

Austin Mini 1330 R53 MINI Cooper S

To do list 1. Strip the grey Mini. 2. Read-up on race

regulations. 3. Rebuild the Se7en.

100

Trading places

The 2002 Minimag featur

Contemplating what to do next, Stephen did ‘a Jeff’ and bought another project!

he elephant in the room was small, grey and Mini shaped. My car had been sitting unused since I moved, twice, and realistically unless a drastic plan came about, the thing would have just stayed there for another few years. Really it was too much for the road and not enough for competition, and I fancied going racing again. So what to do? I planned a more substantial rollcage install and a more potent engine. It would be based around the current look, just more hardcore. I’d totted-up all the costs, then out of nowhere bought another car, like you do when you’ve got a stacked single garage and no idea where to put another Mini. It may sound crazy, but actually buying a shell that’s had most of the prep work already sorted makes sense. Proper weld-in racing rollcages are a monster fabrication job, and aside Corgi model of the car as a Miglia.

from Appendix K MkI Minis, secondhand racers can be affordable if you look in the right places. The right car came up in the form of Dan Budd’s Mini Se7en. Dan runs the Real Mini Company near Oxford, and I know his restoration work is top notch. He’s a perfectionist with an 18-month waiting list and a workshop full of Minis. Even better though, I’ve photographed his car for a couple of seasons and it goes very well. With that I convinced my other half to go and see the sights of Oxford at the weekend, then perhaps pop in and see a car. It was work related… Over the phone Dan mentioned the car was built in the early 2000s by Dave Kimberley, using a brand new Rover Sport shell to make one of the most trick Mini Miglias of its time. A quick Google revealed some pics of it back in the day, when it was featured Stephen already has big plans...

on the cover of Mini Magazine in 2002, won an award for ‘Best Prepared Mini Miglia’ and was even made into a Corgi model. I was first in a long queue of potential buyers, so I didn’t haggle much on the reasonable asking price. Dan agreed to sell me the bare shell, doors, front end, front subframe and rear anti-roll bar, which is pretty integral. There’s a carbon-fibre boot floor and Owens Fabrication fuel tank, plus a neat welded-in gear shift tower and linkage. Firstly, the shell is being sent to Nick Croydon-Fowler at CFM in Nottingham. Nick’s super enthusiastic about all things Mini Se7en and has volunteered to look after the car while I sort some space at home and come up with a plan. He’s going to put it on his jig to ensure it’s square, then I’ll be able to confidently rebuild it with all the go-faster parts from the grey one. Unfortunately there was no option but to then sell my long-term project Mini. I already regret it, but it was a valuable thing to be sat gathering dust in the garage and I can only keep the one. Plus I now own a race-proven Mini Se7en, a Corgi model of my own car and a Real Mini Company mug. On to the next chapter!

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Our Minis The rear damper mounting points were braced to give a datum point.

The new floor in BL Teal

Joe Holloway Guest Writer

Blue.

MINI LIFE Brought up on

Minis for as long as I can remember, my dad used to race Mini Miglias in the late ‘60s and early ‘70s, so I had no chance really! I had my first one at 16 and painted it pearl purple, passing my test in it at 17. I have owned a Mini ever since, the longest being my supercharged Minivan which I bought in 1994.

MINI SPEC Full ground

up restoration with lots and lots of panels needed. Engine will something with a bit of go, such as a 1275 twin carb’d fastroader or supercharged. I plan to fit a Cooper S close-ratio remote ‘box and reverse rims, but then this may all change as we go along!

MINIS OWNED ‘82 supercharged Minivan 1275 GT 1964 MkI with 970 S engine Several more....

To do list 1. Think about panelling

the rear load area. 2. Keep on going!

102

It’s bracing! Joe ensures his Pick-up remains straight and true as he gets chopping...

e rejoin my latest Mini Pick-up project just as I’d cut the many meters of box section to size in order to weld brace bars into the shell. I decided to brace not only the cabin but also the rear damper mounting points, as this would give me a good datum to work from when I got round to replacing the rear load panels. I also made a mock-up rear subframe, which bolts to the original captive nut mounts. It is a fraction of the weight of the original and will stop any drop or sag that may occur by using the original subframe to line up the load bed. With all this done and many measurements taken I was ready to get serious – cutting out the complete floor section! Surprisingly it still took a few hours of drilling and cutting to remove all of the old floor, even with all the rust holes. The new floor was sourced from M Machine, and to make things easier for me later, I painted the inside in the factory Teal Blue. The front section was the first to be offered up, with the lower front subframe mounting holes lined up with the bulkhead panel

holes and bolted together. The remaining rear section was then lifted to meet the load bed. The quality of fit was very good, and with the measurements checked and checked again, I was happy to fix it in place. At this point I won’t be welding it in until I have panelled up the complete front end and the door gaps have been checked, which feels like a long way off right now. One thing I hadn’t considered with the new floor was the holes for the handbrake cable, or lack of them. The original floor had the twin-cable hand All braced up ready for floor removal.

brake set-up, but I only had a hole for the later single type. With the old floor almost in the scrap bin I set about cutting out the parts and brackets I needed; the single hole was welded up and I placed the original tunnel section over the top as a template for the new ones. The correct handbrake brackets were then welded in place and everything looked good. Even though the new floor is not welded in yet, the whole shell looks 100 times better than before. What’s more, it’s really encouraged me to get on with the next stage.

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Paul Marshall Auto&Spray Kilrea, Co.Derry

• Panel and Paint shop •Classic mini restoration specialists •Parts supply

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109

MINI 1100

30 LIMITED EDITION

1989, 24,700 miles, £5,200 ono. Excellent original condition, pics available, including carpets removed and shiny floors, MoT to September 2017. Beds. 07435 568654

30 SPECIAL

1989, £OFFERS. 01708 523658 1980, 70,000 Miles, £5,995 ONO. Restored, New wings and A-panels, front panel, new bonnet, door skins, boot lid, new brake and suspension overhaul, new tyres, rear subframe and much more. Superb car. Please call 01723 864918, North Yorkshire.

1380

998

1979, 55,000 Miles, £4,750 ONO. Porsche Signal Green. Retrimmed interior, Maniflow exhaust, disc brakes, Ultralite wheels. Lots of new parts including almost entire braking system. Regularly serviced, well looked after. MOT end of April 2018. 07929 913 593

1987, 52,250 miles. Good condition for age. 07584 040444

AUSTIN

1974, £5,850 ono. Ziebart treated from new. No rust, stunning condition. Tax exempt. 12 months MoT. Full history and boxes of spares included. Contact Billy. 07738 433061

AUSTIN MAYFAIR

30 JOHN COOPER

1989, 69,000 Miles, £2,995. Conversion upgrade. Red, 2nd owner over 20 years. MOT 4 months with total MOT history. Reliable. Usual body TLC. Please call 02920 693628.

110

1972, 154 miles, £10,995. Very special 1380 Mini, two year total rebuild. Hi-Los, Avo dampers, 8.4inch, new subframes, 7x13 Minilites, Argyle head, 286 cam, belt drive, total new interior, alloy radiator. Car is virtually as new. Real bargain, pro engineer owned. Surrey. 01276 23078

CLUBMAN

1976, £OFFERS. The colour is saffron 01 708 523658

CLUBMAN ESTATE

1974, 88,000 miles, £5,995. Full sun roof, original condition, only two owners, well known show car. Any questions please call. Dorset. 07786 660887 / 07773 198941

COOPER

£12,000. Eaton M45 supercharger. 52mm throttle body. Omex 600 ECU. Motor craft coil pack. Straight cut gearbox and drop gears. Mini sport evolution 4 pin diff. 5 paddle sintered clutch plate. Large bore LCB-maniflow. Mini sport rally exhaust. KAD 4 pot callipers, grooved and vented discs. Minifin rear drums. Fully adjustable bottom arms, adjustable tie bars. Competition cones with Hi los, Gaz 28 point adjustable shocks. Solid mounted front subframe. Poly bushes. Rear caster and camber brackets. 5.5x13” minator wheels. Yokahama A035 175/50/13 tyres. Fibre glass boot lid. Polycarb rear windows and rear quarter windows. Cobra Monaco Pro seats, newton commercial interior, Luke 4 point harnesses. Flocked dashboard. 45mm CDS 6 point roll cage. 162 BHP, 150 ft-lb. MOT until 09/06/2018. sabrina_ hannant@hotmail.com

COOPER

CLUBMAN ESTATE

1984, 55,000 miles, £4,800 ono. VGC, new shell in 1998. Lots of paperwork, MoT September 2017. Yokohama tyres, original bumpers,wheels tyres and grill included. 07549 172400

1993, 26,000 miles, £10,500. Early example only 300 odd ever made. Night fire red in family since 1997. Excellent condition. Great investment MoT May 2018 moving abroad hence sale. Suffolk. 07831 656082

CLASSIC MINI

ADVANTAGE

1981, £9,500 ONO. Jack Knight race crankshaft with matching rods. AP race pistons, double spring big valve head, 45 Dellorto carb, straight-cut drop gears, duplex timing gear. Roll cage, full stainless bespoke race exhaust and lots more... Full MOT 07860767552

CABRIOLET

1983, 114, 271 Miles, £5,500. 998cc. Big valve head, sports camshaft, uprated carb needle, many new parts with receipts. Long MOT. Colchester 07810698283

1980, £8,500. Restored body, 1400cc 74mm pistons, Piper BP 300 degree cam, Vernier timing gear, 1.5 roller rockers, Lightened balanced. Please call 07854 767483, Devon.

COOPER

1994, £6,500. Fully restored Mini Cooper FOR SALE!! All heritage mini parts with photo evidence of the restoration. Low mileage, original British Racing Green. Please call 07773 382279.

1995, 83,000 miles, £2,950. 1.3i, MoT'd Jan 2018, 13-inch sport pack wheels, coil springs, four-pot callipers, full skirt kit, flat boot lid, sunroof, some history, loads of receipts. 07983 928330

COOPER

1998, 71,000 Miles, £5,500 ONO. Racing green white roof and white stripes, restored to original. Tyres nearly new has won cups at shows. Excellent condition. Please call 01780 753780.

COOPER 1.3

2000, £3,990. Average mileage, 11 months MoT. Leather interior, mechanically good, needs some TLC on body. Drives well. Kent. 07502 246170

COOPER 1275 MPI

COOPER S

1970. MK2, 4,000 mls since rebuild in 2009. Cooper Car Company replica racing green and snowberry white. Lots of money spent on this project, mods to brakes, suspension and engine. 07554 443662

COOPER S

2012. £8,999. 30,000 miles. Immaculate condition throughout. Many extras. Including BMW/MINI Heads up screen. Long MOT 07815192117

COOPER SPORT £9,995, 43,000 Miles. Great Mini in fantastic condition, would be hard to find one in better condition, this year have new sills. Floor panels, front wings and rear subframe. Spent £3,500 on it this year. New paint job on front and sides. Owned the mini now for 6 years and always been dry stored. Cornish registered. Been in Mini World. Like I say won't find a better Mini and has to be seen in person to truly understand how good a condition it's in. 07882 314891

2000, 43,510 miles, £13,000. Racing green. One lady owner. Has been completely restored. All documents kept. Leather seats. MoT 12 months until July 2018. Gloucestershire. 07925 596440 2001, 10,900 Miles, £12,500. 1 Previous owner. Excellent conditIon, Mot June 2018. New battery. Always garaged. Tailored car cover inc. A real head turner. Please call 07792 856767, Bedfordshire.

£8,500. Never been welded, and all original panels including the sills and subframe etc. The Mini has warranted 13'500 miles from new with full interesting history from day one. There is absolutely no rust anywhere. The interior is totally unmarked 07976 413104 or 01323 423578

MAYFAIR

COOPER SPORT 500LE

COOPER S

COOPER 998CC

1979, 55,000 Miles, £4,250 ONO. Porsche Signal Green. Retrimmed interior, Maniflow exhaust, disc brakes, Ultralite wheels. Lots of new parts including almost entire braking system. Excellent condition, well looked after. MOT end of April 2018. Please call 07929 913593, Leeds.

MAYFAIR

2001, £23,000. 8,200 miles only. Mot to March 2018. Immaculate condition 01508 530 283

1985, 50,807 Miles, £2,750. 2 lady owners mileage 50807. New MOT. Exterior and interior good condition. Please call 07711 343375.

COOPER SPORTPACK

MAYFAIR

2004, 72,000 Miles, £3,395. S convertible, black, 2 owners. MOT December 2017. Aerodynamic Body Kit, 18" BK racing BK299 alloys toyo proxes T1-R tyres, chilli pack. Half leather seats. Harmon Kardon Hi-Fi Please call 07787 761798 OR ths9@yahoo.co.uk

COOPER S 1998, 63,000 Miles, £6,800. Full leather interior, excellent condition. Only 3 lady owners from new. Sports exhaust. 07517420169

COOPER MPI

1993, £3,995 ovno. Brand new engine fitted by myself a mechanic, 1.3 stage 3, body paint needs touch up, many other new parts, Minilites, mint interior, Lancs. 07835 651411

MAYFAIR

ITALIAN JOB

65,000, £3,500. Tahiti Blue, Union Jack roof, wood trim and half leather interior, P reg, very good condition for year. Full years MoT. Stirlingshire 07517 853714

2005, 46,700 Miles, £3,995 ONO. Selling my lovely Mini Cooper S Convertible 1.6. Has service history, half leather interior, 2 position soft top, Harman Kardon, Power flow exhaust, sports catalytic converter, GT tuning strut brace, Induction Kit, MSD Coil pack and leads, Hydro dipped dash. 07717 131469

64,000 miles. 1275cc. Excellent condition. Genuine low miles. Low owners. Staffs. 07981 418035

1993, 19,508 Miles, £10,500. Absolute show stopper. Looks like new car, drives like a new car. Interior is immaculate, has to be seen to believe condition. MOT April 2018. Please call 02089 586101.

111

MAYFAIR SPI AUTO RED

MINI

MINI CITY E

1986, £750. Bare shell needs panels and paint, but with VGC doors and boot lid. Please call 01423 771135

MINI SPRITE

MINI CLASSIC

1996, £4,200. Great little Mini Mayfair Auto 1275 SPI 1996, very well-maintained oil and filter every 3000 miles’, runs superb will be sad to see the Mini go. My mother owned the car since 26.08.1999, she bought it with only 2450 miles, has had a reconditioned gearbox 22.08.13. 23000 miles, non smoker, no pets. Has the 4-speed auto box with park, the body works been kept to high standard and its only just had over 2k worth of work done. It will make a great car for someone great for zooming around town an appreciating classic, only 2 owners from new, next MOT due 13/07/2018, part service history, pillar box red paint. 0780360605 MINI

1989, 32,000 Miles, £3,400. MOT August 2018, good solid example of a 1000cc automatic Mini. Minilites, new bucket seats, walnut dash, lots of paperwork. Please call 07852 822117

MINI

1982, £10,250. Special Mini tuned 1380cc, 7X13 minilites, 8.4" discs. Hi-Lo's RC 4U, new subframes, new interior, air horns MOT free tax, engine just 227 miles. 2.9 diff for motorway cruising. Car is as new. Please call 01276 23078

MINI CLUBMAN

1995, 26,000 Miles, £5,250. Tahiti Blue. Automatic. Completely original. 1275 cc engine. Beautiful condition. 2 owners from new. Gearbox fully refurbished this year runs perfectly. Full service history. London. Please call 07931 220723 OR nigelblakelock@outlook.com

MINI SPRITE

1995, 50,000 Miles, £3,000. Good condition. Please call 01792 865939

MK2

1990, 94,000 Miles, £3,500 ONO. Rover Mini racing green S/E. MOT Sept 2018, restored 2015, excellent condition. Please call 07743 321640

MINI

1975, 85,540 miles, £4,750 Ono. MoT 19/05/2018. Must see clubman! Been garaged all it's life so very little rust. Most parts that wear have been replaced and head gasket recently done. Plus extras. Milton Keynes. 07843 134827

MINI COOPER SPORT PACK

1969, £28,000. Green with snow berry white roof and bonnet stripes. 3000 MLS since ground up rebuild in 2009. Engine, suspension, steering, brake modification all to improve the car. Expensive cream leather and green alcanterra interior including corbeau seats. Glass tinted 07554 443 662.

MK3 COOPER S 1972, £2,500 ONO EURO'S. Mini with 1275 engine. ZV plate. Needs some restoration, ideal road or historic rally project. Good spec. 1275cc. Metro discs, Spax/Gaz suspension. Weller wheels. Nice interior. Not used for a number of years. Please call 00 353 876386480, Ireland.

1993, £3,750. Good underside, new subframe, brand new 1.3cc stage 3 engine fitted. Mechanic owned, goes like the wind. Low miles in general. Good interior. Zero miles on new engine. Garaged last 3 years. Lack of use. Lancs. 07763 909322

MINI

56,000 miles, £8,500. 1 previous owner, Comprehensive full service history, MPI model, adjustable rear gas shocks, complete new exhaust, new alternator, MoT until 2018. 13 inch alloys, Conti Sport Contact tyres, superb appearance. 01923 854646

MINI ROVER BRITISH OPEN CLASSIC

1989, £6,500 ono. Restored two years ago, great car, 1300 engine, Stage 2 head, twin 1.75inch carbs. Straight cut gearbox, 13-inch wheels, roll cage and loads more. 11 months MoT. 07974 411279

112

1993, £8,500 ONO. Full nut/bolt rebuild and respray. 1330 Med engine. New wheels, tyres,carbs,manifolds, 4 pot brakes etc. 700 miles (3 years since rebuild),11 months MOT. 0113 2892858

MINI 30

1989, £1,000. For restoration. Very original does run. No time to repair. Cardiff. 029 2079 0923

1992, 106,000 miles, £3,000 ono. 1275cc MOT til April 2018. British Racing Green. Stone Beige Countryman Tweed upholstery. Electrically operated sun roof. A few small parches of rust on the bodywork. Underside rust free. Please call or text Dominic. 07979 735609

1971, £26,995. Good condition, webasto roof, black interior, wood dash, mini-lights, twin tanks, new MOT, one of only two known Teal blue S cars 07974 089595

MOKE

1968, 26,500 miles, £17,000. British Built, 850cc engine, Dark Green, 12 months MoT, Chassis Number AA81-1095081, Very Good Condition. Notts. 07831 309922

MPI

1988, 69,000 Miles, £8,300. Cooper performance but cheaper insurance. Mint bodywork, rare mid blue leather recliners and interior. Drive superb, part of a collection Please call 07885077882. Cambridge

MPI COOPER SPORT

ROVER MINI ITALIAN JOB

1992, 28,000 miles, £5,800. 11 months MoT. First asking price will secure or very near offer. Rhondda Cynon Taf. 01685 870968

ROVER MINI PAUL SMITH LIMITED EDITION

SIDEWALK

25,000 miles, £5,500. Lovely car I've added some nice extras, Revolution wheels, hilo adjustable shocks etc must be one of the best. 01407 831504

MINI 1000 ENGINE/GEARBOX

£250. 07979406536

MINI 1275GT CLUBMAN

SPRITE AUTO

£20 collected. Pair of Rear Side Liners. South Leics. 07802 603669 or 01858 463113 2000, 17,800 miles, £14,000. Tahiti blue, factory fitted electric sunroof, black/silver leather interior, unmarked wheels, stainless sports exhaust. 3 owners. Plate not included. Middlesex. 07766 593965

1999. £7,495 ONO. MOT til Feb 2018. 65,000 miles, good service history and fully documented recent restoration, all original features and full leather interior, excellent condition 07732 102 803

ROVER MINI RACING GREEN S/E

MINI 850 1993, 22,280 miles, £1,850. Original Interior and Rover Radio SORN. Requires some bodywork attention, starts and runs, reluctant sale, ideal project car. Cheshire. 07980 817238

WOOD & PICKETT MAKEOVER

ROVER MINI CHECKMATE

£150. Gold seal gear box with magic wand 07979 406536

MINI ALLOY WHEELS

1990, £4,000 ONO. 1l engine, 69,000 miles. Runs perfectly, racing interior with great speakers and new amp and stereo, new headlamps. Full spare set of tyres. York. 07847409058

28,600 miles, £4,499 ONO. Paperwork to support, no visible welding on shell and body, body work superb, any insp, bring a magnet, nice original cond very hard to find, bargain my sons car, selling because posted abroad, I need my garage back, Auto g,box, old mots, huge history file, 10 mins from Dartford Crossing. Kent. 07555 409198

ROVER MINI FLAME CHECKMATE

ROVER MINI SEVEN

1987, 28,000 miles, £5,500 ono. Mini 1000, automatic, 3 owners, full history from new, drives fantastic and in beautiful condition. Bucks. 07711 290103

PARTS FOR SALE CARBON FIBRE BONNET £POA. Minivation articulated bonnet hinges/struts. Huddersfield rear coil over beam. Tinted front screen glass. 01384 839805

CARBON FIBRE BONNET £POA. Minivation articulated bonnet hinge's/struts Huddersfield rear coil over beam. Tinted front screen glass. 01384 839805

COOPER REVERSE RIMS 57,500 miles, £3,900 OVNO. 998cc engine, MOT'ed until July 2018. Starts straight away and drives smooth, tool kit and manual included. Derbyshire. 07443 476167

2001, 14,000 miles, £9,895 ono. VGC, 14K miles, Red, half leather. Garaged, summer use only, perfect engine and gearbox. One previous owner outside family. Full MOT, any professional inspection welcomed. Essex. 07982 667434

£OFFERS. 4.5 X 10. Needs paint. Please call 01322 558808.

FIRSAT INNOCENT WHEELS £POA. Set of four. 5 Inch steel wheels. Needs restoring. Please call 07879 271903, Gwynedd.

£95. Mini 7J X 17 5-star Double Spoke R 124 style alloy wheel (one) in Black; for Countryman R60 2010> or Paceman R61 2012>. Part no. 9 803 726; excellent condition; no curbing, scratches. Ideal as spare if you're not using run flats. Buyer collects Devon/arranges own carriage on top. diedreiloewen@yahoo.com

MINI AT 1400CC ENGINE + C/R GEARBOX 3.44 DIFF £2,500. Big valve head, 286 cam, verto clutch, all lighten + balanced. Please call 01342 712079, Crawley.

MINI COOPER REVERSE RIM £OFFERS. 4.5 X 10 Wheels. Please call 01322 558 808

113

THE BEST MAG FOR

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COUPE DES ALPES RALLY TRIBUTE

INNOCENTI COOPER 1300 EXPORT

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KEITH CALVER’S EXPERT Q&A

LONG-TERM LOVE STUNNING MkII COOPER 1275 S

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Presents

MINI REBORN

CELEBRATING 20 YEARS SINCE THE ISSIGONIS ICON WAS RE-IMAGINED

Â£2 (WHERE SOLD)

PLUS:

ESSENTIAL MINI R50/52/53 BUYING GUIDE R50 MINI ADVENTURE

11 OF THE BEST TOP MINI BUILDS

GENERATION GAME RALLY MINI EVOLUTION

CELEBRATING 20 YEARS SINCE THE ISSIGONIS ICON WAS RE-IMAGINED

Presents

MINI REBORN

CONTENTS 4 ROVER’S ROLE

How Rover and BMW combined forces to create a successor to an iconic classic.

10 11 OF THE BEST

11 of the coolest MINIs on the scene!

14 BUYING A MINI

Essential buying tips for R50/52/53 MINIs.

20 A MINI EXPERIMENT

We buy the cheapest MINI we can find and subject it to a European adventure, with mixed levels of success....

26 GENERATION GAME

We discover how Mini Sport’s continued evolution in rallying helps to benefit the scene as a whole.

26 3

The new-generation MINI concept taking shape in an early sketch.

ROVER’S ROLE

20 years after the first concepts were revealed to the public, we look back at how Rover and BMW combined to create the new-generation MINI.

rom March 1994, when it bought Rover, BMW seemed to have identified the Mini as a priceless brand – and was determined to rejuvenate it. It had already worked hard on small-car layouts and city-cars, including the electric-powered E1 four-seater, the larger E2 that followed, the Z13 of 1993 and the definitive E1 hybrid, as well as doing extensive research into front-wheel-drive. BMW Head Bernd Pischetsrieder immediately encouraged his British design staff to start looking at new schemes, so Rover started serious work on a new Mini. Centred at Gaydon, project work got going under Geoff Upex and Dave Saddington, while BMW also began to beaver away in Munich under the guidance of American-born Frank Stephenson. At this time, Rover’s ideas

Words Graham Robson Photography BMW Press

were more radical than those being dreamed up in Germany. Even so, on Tuesday October 17 1995, both teams faced each other when their offerings were shown to BMW’s directors during a presentation and viewing at what was then the BMIHT Heritage Centre at Gaydon. Rover’s initial approach, badged ‘Spiritual’, was

BMW’s first modern small car project, the E1.

something revolutionary in style for one very good reason – the engine was under the rear seats, and drove the rear wheels. Rover saw it as the first of a new ‘platform’ range, and so also showed a larger derivative of this car, called ‘Spiritual Too’. BMW presented ideas that were closer to those eventually chosen, but Rover then wasted much of the winter

Its second city car was the Z13 of 1993.

MINI DEVELOPMENT STORY

Frank Stephenson at work.

Another early design sketch.

making more refinements regardless. The second critical date followed early in 1996, when BMW abruptly binned everything Rover had done. It chose the BMW/Munich approach instead, yet handed over the engineering task to Rover. One British designer clearly remembers the earlier 1995 presentation: “They were close to the front-engine/ front-wheel-drive ‘Evolution’ ideas we had already done. For BMW, clearly this was the only possible way.” The best of the projects presented by BMW was a truly compelling piece of design. Completed by Frank Stephenson, it was similar to what the R50 MINI would become, but there were two major problems to be addressed. As yet, there was no settled ‘people package’ and no ‘mechanical package’. The BMW board, however, had spoken, instructing the Munich team to go ahead in refining their style, but adopting as much as possible of the packaging work that the British team had already proposed.

shape of the new Mini, folk wondered? The truth, though, was more mundane – this was no more than a variation on one of the more extreme styling proposals that BMW had prepared in 1995. The shape of ACV30, however, was much closer to reality than Spiritual, and its shape certainly nodded to the proportions of the old Mini. Under the skin there was an MGF engine/

commented. “We had all looked at similarly evolutionary things, and reached similar conclusions. The MINI and ACV30 fascias were probably done simultaneously, and independently.’ Once again, therefore, BMW and Rover Group had reaped much publicity by digging a redundant style out of store and putting it to unrelated use. Yet the ACV30 certainly made the headlines, and it

“Was this to be the shape of the new MINI, folk wondered?” transmission and rear suspension behind the seats, with MGF front suspension and steering up front and the whole being tied together by a BMW-designed aluminium tubed chassis frame. The interior was pure late-1990s rally car, with bucket seats and full harness belts. “Some people look at the MINI’s interior and see it as an evolution from ACV30 – but I can tell you that this was pure coincidence,” Dave Saddington later

showed a way to the future. That future was already shaping up behind tight-closed doors both in Germany and in the UK. By 1996 work on a brand-new Mini project had been approved, taking shape under the E50 code. First, though, two rather disparate themes had to be combined. BMW/ Stephenson’s first intention was to distinguish the One from the Cooper by using different high and low roof lines

RED HERRINGS

It wasn’t until 1997 that the Spiritual and Spiritual Too met the public as controlled ‘leaks’ to get everyone excited about the next-generation Mini, even though they had been sidelined. Another red herring came when BMW decided to celebrate the 30th anniversary of the Mini’s last Monte Carlo Rally victory, and commissioned a running two-seater concept car named ACV30, where ‘ACV’ stood for ‘Anniversary Concept Vehicle’. It was shown before and during the event, creating much furore. Was this to be the

The Spiritual in the foreground, with the four-door Spiritual Too.

MINI DEVELOPMENT STORY

The ACV30 caused a stir in 1997.

just wasn’t practical. “For a limited number of cars,” 1996-1999 Project Leader Chris Lee commented, “it was not economically feasible to have two roof heights. There would be different crash tests, and lots of extra investment in body assembly equipment.” Nevertheless, project work went ahead in Munich, with a growing number of British designers and engineers involved. Two fully-styled ‘mules’ were constructed – one high-roof, one low-roof Cooper type – but using otherwise standard Fiat Punto platforms and running gear.

E50 TO R50

Then, suddenly, came another change of direction. On 22 May 1996, BMW held a day-long meeting at Gaydon, where Bernd Pischetsrieder and Wolfgang Reitzle surveyed Rover Group’s business progress. Chris Lee recalled the conversation: “I was called in at the end of the day, and was told that ‘Rover is now to be responsible for the delivery of E50, the new Mini, and you are to be its leader’. I’d had no warning. It was a sudden as that. I had to start from nothing – a clean sheet. I begged and pleaded with Dr Burkhard Goschel for some time, but he said: ‘We are no longer responsible for E50. We have stopped. By the time I step off the plane in Munich this evening, all E50 work will have ceased’.” BMW immediately handed over everything to Rover – all the data, all the technical information, all the modelling, and the digital information. E50 became R50, and Job One was fixed for September 2000, when the new Longbridge assembly and body-in-white facilities were due for completion. To clear the decks, the old Rover 100 died at the end of 1998. With no prototypes, no chosen engine and no completed platform engineering there was a huge amount to do, and the styling also had to be finalised. Lee and his associate Brian Griffin later admitted that nine months were lost by this change of responsibilities – and there was more. Rover was already relocating and

Once the general layout of the new Mini had been agreed in 1996/1997, a detailed and absolutely accurate full size clay model was completed at Gaydon.

centralising all its engineering and design staff to a brand-new building at Gaydon – some from Longbridge, some from Triumph at Canley, and some from Land Rover at Solihull. R50 work, therefore, was not settled at Gaydon until 1997. It was a huge undertaking, for BMW was reluctant to let the programme stretch any further. It had once hoped to introduce the car a year earlier: no

control, while Dave Saddington became Design Manager. It was Dave who had the job of taking Frank Stephenson’s original exterior styles from Munich, rationalising them into one shape and making them what the industry calls ‘feasible’ for manufacture. He also had to inspire the birth of an interior, and release it all on time to meet that Job One date, which was looking increasingly ambitious with

“E50 became R50, and Job One was fixed for September 2000...” further delay was acceptable. To this day BMW insists that all the concept work had already been completed in Munich, and that only detail work was still needed, but this was simply not so. Much of the basic structural and chassis engineering had not been started, so BMW soon found itself sending engineers, designers and staff over to England on regular charter flights between Munich and the UK. The two-way flow of faces and expertise was massive. BMW, it seemed, had already concluded that Rover, as an operation, was less capable than it had hoped, and the master-servant aura gradually increased. It did not bode well for the future. In 1999 it came to a head, and in 2000 it would end in an acrimonious split. In the meantime, the design team at Gaydon was beginning to take shape. Rover’s Geoff Upex was to be in overall

every passing day. Chris Lee then appointed Brian Griffin as his chassis engineering chief. Even while Lee’s team was growing, Design’s first achievement was to make sense of the styling. It was never going to be easy. All that was handed over to them from BMW was one clay model and the two Punto-based ‘mules’, which were only visually correct as far as skin lines and panels were concerned, plus a mountain

The Frankfurt Motor Show prototype.

For cold-weather testing in Scandinavia, Rover/BMW set up its own permanent HQ.

Prototypes underwent warm-weather testing too.

of sketches, computer models and other data.“Finally we had a gathering at BMW’s test track at Miramar in France,” said Lee, “where we finally convinced everyone that only a single body style made sense. It was at the viewing, outside in the fresh air, that they all saw the highroof version.” This meant that Saddington’s brief could be triumphantly achieved before the end of 1996. The shape, which settled down at that point, was the one which went on sale in 2001, and was much larger than many pundits had expected. In the meantime, chassis engineering was also forging ahead – but with one major snag. Even by mid-1996 Chris Lee and his team had encountered a major snag over the engine. There wasn’t one!

TRITEC POWER

At first, BMW had considered producing its own new engine, but soon abandoned that plan. It also rejected the K-Series for being too bulky, too high and too long. BMW’s NG4 engines (New Generation 4-Cylinder) were to be built at Hams Hall in the UK, but would not fit into the R50’s engine bay and were not even considered. BMW’s Wolfgang Reitzle eventually contacted François Castaing at Chrysler in Detroit, suggesting that a new jointproject engine design might be justified. The result was a brand-new Chrysler engine, the W10 ‘Tritec’, which was a 16-valver, with a single overhead camshaft. After much study, it finally went into production in Camp Largo, in Brazil, with BMW agreeing to take up to 200,000 units a year. “We had to configure this engine with its various ancillaries on to one face of the unit,” said Chris Lee. “This was done to provide enough crash-test ‘crush space’ in the engine bay. In the end, we saw the first genuinely driveable prototype engines in the summer/autumn of 1997 – and were pleasantly surprised by the way they drove.”

The Mini’s new Tritec engine was specifically designed for sideways location in the car, which meant that all the engine’s auxiliaries- starter motor, alternator, air conditioning pump and more – were mounted on the front for easy access.

Fully-engineered prototype cars could not be ready before the end of 1997, but Rover needed to gain experience of their new model. Accordingly, the first engineering ‘mules’ to be created were actually much-modified Rover 200s. Real prototypes – cars which combined the new platform with the intended style, and first examples of the ‘Tritec’ engine – did not actually take to the road until late 1997. Even so, as early as May 1997, BMW had started a controlled leaking process. Official news of the new car’s style came in September 1997, when Rover and BMW forecast a launch in late 2000, but gave little technical information. Frontwheel-drive with a transversely-mounted engine was a ‘given’, and it was admitted that the engine would be an all-new 1.6litre 16-valver, in more than one tune.

SHOW DEBUT

BMW then stunned the media by arranging for a MINI prototype to drive into – and immediately through – what

had been announced as a static presentation at the Frankfurt Motor Show in September 1997. It was almost but not quite a hoax because this was only a ‘skin prototype’, based on the modified platform and running gear of a Fiat Punto, with a Punto engine and gearbox! Nevertheless it caused a huge stir. By this time, the initial engineering work been completed, and the interior style had been settled – all at Rover’s HQ at Gaydon. BMW eventually decided to build cars at Longbridge, where £400 million was committed. Bodies were to be supplied from West Works to the main Longbridge complex by overhead conveyor, to be fed to a modernised assembly hall for the MINI. Although Classic Mini sales were sliding peacefully towards the end of the century – only 20,051 had been sold in 1995, and all the trends pointed downwards – BMW was more ambitious for the new-generation car: the forecast was that 127,000 would be built in the

MINI DEVELOPMENT STORY first full calendar year and 172,000 in the second year, after which sales would gradually fall away. The original E50/ MINI was forecast to have an eight yearlife. At first, BMW decided that UK-market MINIs would be sold by existing Rover (not BMW) dealers, while in the rest of the world, MINIs would be handled by BMW franchises. By 1998 the R50 programme had built up a colossal momentum, and Rover had already taken the trouble to introduce the new car to the man who gave his name to one version – John Cooper. He was delighted to see that all the character, the response and the fun-potential of the original Mini had somehow been bred into the new car. Slowly the prototype fleet was increased. By the autumn of 1998 there were already up to 100 cars in existence – 42 cars that looked like new Minis, some heavily disguised, along with many ‘experience cars’, and ‘mules’. At least 20 would eventually have to be subjected to crash tests. In the second phase, when ‘off-tools’ components were ready, the team planned to produce 99 more cars and five body shells: 18 of those would end up being crashed. Although high-speed runs on the old Nürburgring circuit were completed successfully – 5000 miles/8000 km at an average lap time of 9 minutes and 40 seconds – the car was still not right, for it was overweight and under-powered. The project bravely carried on through the financial crisis that engulfed Rover in 1999/2000, though BMW concluded that project leadership would have to be taken back to Munich. So, as abruptly as responsibility for the project had been gifted to the Rover Group in May 1996, in 1999 it was taken away again. As Rover project leader Chris Lee said: “I was responsible for John Cooper was delighted by the new car.

Front and rear suspension set-ups were carried on sturdy sub-frames.

For the new car, Rover was directed to use the latest iteration of the celebrated BMW-type Z-axle rear suspension.

engineering the new Mini until early 1999, at which point it was decided that the project was becoming more and more German, with more and more German people working on it. At that point we were still on track for a start of production in September 2000.” Meanwhile, two leading BMW personalities – Bernd Pischetsrieder and

“BMW’s patience with Rover ran out, it decided to sell off the business...” Wolfgang Reitzle – were continually squabbling, and the outcome was that both were forced to resign. In their place the quiet Professor Dr. Joachim Millberg was appointed, Wolfgang Ziebart became the Product Development chief and Dr. Herbert Diess moved in on the manufacturing side. As wave after wave of ‘sneak’ previews appeared in the press, development

pushed ahead and new MINI facilities began to appear at Longbridge. By February 2000 all the body assembly robots had been installed and tested, and the West Works was ready to start delivering ‘’pilot’ production shells. Body pressings would come from the Swindon pressings plant via Dingolfing, and from the Land Rover complex at Solihull.

Engines would be shipped from Brazil and gearboxes would be manufactured at Longbridge itself. Workforce training and recruitment was already under way, for Job One was due in September 2000. The new car was to be launched at the Paris Show in October 2000, and deliveries were to start in the winter of 2000/2001. At this time BMW tried to give the confident

MINI DEVELOPMENT STORY impression that all would be well, and that there was a great future for Longbridge, just over the next horizon. Indeed, in January 2000 BMW brought many of their Board directors over to Longbridge to host a conference, where chairman Dr. Joachim Millberg pointed out the progress that was being made. Part of that day was a factory tour, with everyone being bussed around the Longbridge site to see where the new machinery was being put in place.

BMW and Rover worked hard to make the new car’s structure strong and crash-proof, but still light.

SEPARATE WAYS

But that was the high point. Just weeks later BMW’s patience with Rover ran out, it decided to sell off the business, and the future of every one of Rover’s products was thrown into jeopardy. In 1999 Rover had lost engineering leadership of the R50 MINI, and now its entire future was in doubt. BMW would sell the Longbridge site to John Towers’ Phoenix Consortium. During the reshuffle, Phoenix agreed to take over the manufacture of still-new Rover 75s at Longbridge, while BMW decided that the MINI should be produced at Oxford! Everything stopped until the new tooling and assembly facilities had been uprooted, transported to the Cowley plant, re-assembled, and tested. 229 robots had already been placed at Longbridge – now they, and their computer-control technology, had to be transplanted. Dr Herbert Diess, appointed as Plant Director at Oxford in May 2000, would be at the sharp end. “We had to clean up the whole area,” he once commented, “which started on the same day that we ceased production of Rover 75s. As the last 75 moved through the factory, the contractors followed it. We needed to change a lot of the plant, for the MINI was going to take up more space than the 75 had done.” Early in 2001, when the job was finally done, BMW-Oxford had been recreated Final dash was similar to the ACV30’s fascia.

MINI production was moved to Oxford just ahead of the launch.

as a MINI-only assembly plant. Able to build one car every 100 seconds, in the beginning the ultimate capacity was limited by what the paint shop could handle. Once volume production began in April – first at 25 cars a day, then 100, and (by mid-summer) 300 – the workforce expanded to suit. In spite of all the disruption caused by the big move, BMW was proud that the delay was kept down to such a low level. Dr. Diess pointed out that the MINI was shown to its public in the Autumn of 2000 – at the Paris Show, where its launch had been pencilled in many months before the upheaval took place. Although this was not admitted, it was already clear

that Longbridge could not start building acceptable-quality production cars until the start of 2001, and that sales could not possibly have begun until the spring of that year. By the spring of 2001, however, it was almost too late to have second thoughts, or to make changes. Pilot-build and then pre-production MINIs had been rolling steadily off the new assembly lines at Oxford for some weeks, and the very first true production cars were produced on April 26. The marketing effort to prepare the public for the new model had been rolling since 2000. Would the new MINI be a success? Now BMW was about to find out...

11 OF THE BEST

BRAD KITCHING’S CUSTOM R53 COOPER S

Pic Jon Cass

■ When Brad Kitching took on this R53 Cooper

S, his plan was to create something different. With that extreme, home-made rear wing we reckon he’s succeeded, and the Porsche blue wrap only helps it stand out even more!

Words Martyn Collins

11 OF THE BEST

Inspiring incredible first-generation MINIs gathered together for your viewing pleasure! CLARK CAUGHHEY’S R53 ON AIR

MARK MCKELVEY’S OEM R53 COOPER S

through and through, but a failed Golf project saw him build this stunning R53 following the same principles – those BBS split-rims and the stance really make this MINI.

around it’s rare to find a standard car. Mark McKelvey’s is, but with rare first-generation JCW parts to take it to the next level.

■ Clark Caughey was a VW man

Pic Reinis Babrovskis

■ With all the modified R53 Cooper Ss

Pic John O’Neil

Pic Matt Richardson

JOHN HUBBARD’S R50 RETRO COOPER AUTO ■ John Hubbard wanted to make his

R50 more like a classic Mini and this early Cooper auto is the result. Check out those chrome wheel caps!

TOM PENNY’S STANCED MINI ONE D ■ A gift from his dad, student Tom

Penny’s MINI has gone down the stance route on a budget – hard to believe it’s a One D!

Pic Adam Ball at Secretography

DAVY KOPPEN TURBO’D R53 COOPER S GP ■ Davy Koppen’s dream was to build a

heavily modified R53 JCW GP – we reckon his 407bhp turbo’d monster was well worth the wait.

Pic Willem-Jan Smulders

11 OF THE BEST Pic Matt Woods

WILL CAIRNCROSS’ R50 PICK-UP ■ MINI didn’t build a pick-up

version of the R50 MINI, so owner Will Cairncross made his own – the result is this Lambopainted stunner.

TY’S TRACK-PREPARED R53 AUTO ■ With 30 years classic Mini

experience, Ty initially wasn’t a MINI fan. But a ride in a friend’s S changed that and his goal now is to build the fastest R53 Cooper S auto.

Pic Matt Woods

MATT TROTMAN’S WRAPPED AND TRACK-PREPARED R53 ■ After five new engines, Matt Trotman’s

sometimes troublesome 2002 R53 Cooper S has finally hit a sweet spot, with its track-prepared features and a distinctive full body wrap.

11 OF THE BEST Pic Matt Woods

KARL KEMPLEY’S RATLOOK R50 COOPER ■ The rat-look has already proved to

be popular in Volkswagen modding circles, but Karl Kempley was the first we’ve seen to give a MINI some cool distressed bodywork.

1320 MINI’S ‘OLD RED’ DRAG CAR

■ 1320 Mini is a huge name in

MINI tuning circles, and this amazing quarter-mile weapon shows what it’s capable of. Once a fire-damaged MINI One, it was transformed into a 631bhp supercar slayer capable of 10-second quarters! Pic Matt Woods

MINI BUYING GUIDE

BUYING A MINI

The R50/R52/R53 MINIs will never be cheaper than they are now. Here’s our guide to understanding the models and getting hold of a good one.

Words Martyn Collins Photography Jeff Ruggles, BMW Press

common question asked during the classic Mini’s 41-year production life was how could the iconic Issigonis-styled original ever be replaced? Rover played up to this hype, teasing us with the 1997 Spiritual, Spiritual Too and its Monte Carlo Rallyinfluenced ACV30 concepts. As it tuned out, these were all designs rejected before the final Frank Stephenson model. That model, or the R50 MINI as we now know it, finally made its debut in prototype form at the Frankfurt Motor Show in September of that same year. However, with Rover’s sale to the Phoenix consortium, and BMW’s decision to keep the MINI brand and move production from Longbridge to Cowley, it would take a further four years for the New MINI to be revealed in production form.

On July 7 2001, MINI dealers opened for business within BMW retailers across the UK, with the 90bhp One and 115bhp Cooper models available to buy. Lucky early adopters took delivery of their cars and many quickly followed. They were The R52 Cabriolet was revealed three years after the R50.

attracted by the New MINI’s mixture of cheeky but sympathetic styling, build quality, impressive safety features and low running costs. The latter was helped by the ‘TLC’ package, which covered all servicing charges for the first five years or

MINI BUYING GUIDE

The three main pre2004 models, the One, Cooper and Cooper S.

50,000 miles, and could be transferred to the next owner. There was soon a long waiting list for new cars, with residuals very high and second-hand examples being sold for more than a new one! Sharp steering and playful handling were key highlights of the Cooper, but with 115bhp it offered ‘warm’ rather than ‘hot hatch’ performance. A slightly faster John Cooper Works (JCW) factoryapproved conversion came next, but the need for a proper fast MINI was solved a year later when the range-topper arrived in showrooms. It wore one of the most iconic badges of all on the boot: Cooper S. More importantly, the R53 Cooper S as

it’s known, was the car that reintroduced the MINI brand to the U.S. market in March 2002. The addition of an Eaton M45 supercharger and strong Getrag sixspeed manual gearbox to the standard 1.6-litre, Chrysler-supplied Tritec engine, meant that the performance more than lived up to the pre-launch hype. Power jumped to 163bhp, with the 0-60mph sprint down to just 7.2 seconds and a licence-losing 135mph top speed. A frugal 74bhp, 1.5-litre Toyota D-4D diesel engined One D arrived in 2003, along with the official, much anticipated John Cooper Works tuning package for the Cooper S. This raised the

performance of the range-topper to 200bhp, with 0-62 acceleration now taking just 6.5 seconds and a giant-killing 142mph top speed. July 2004 brought R52 Convertible versions of the One, Cooper and Cooper S, which coincided with the whole range getting a facelift. This included new bumpers, trim changes and lights, extra options and a stronger, more reliable Getrag five-speed gearbox for the One and the Cooper. At the same time, power for the Cooper S jumped to 170bhp and a limited-slip differential became available as an option. Power for the JCW tuning pack also increasing to 210bhp, identifiable by different injectors and a JCW air box. Final developments for the firstgeneration MINI revolved around the range-topping Cooper S, with a proper six-speed automatic version launched in 2005, rather than the CVT auto for the rest of the range. The auto was launched The range was face-lifted in 2004.

The One D used a 1.4-litre Toyota diesel engine.

MINI BUYING GUIDE Rust on the tailgate above the numberplate light housing is common, though this one is sound.

Bumpers can get scuffed and damaged.

other colours may be more difficult. including xenon headlamps and half The doors and rear quarters are leather trim. With all the option boxes ticked, it was possible to push the cost of a vulnerable to parking dents, so check them next. Remember that any damage to Cooper S above £25,000! Chipped windscreens are a common issue. the rear quarters will be particularly hard WHAT TO LOOK FOR: mainly to satisfy the American market. to fix, especially around the light area. The Toyota diesel-engined One D also Also check for poorly repaired crash EXTERIOR received a power upgrade to 88bhp. damage, rust nibbling the bottoms of the On top of the One-based Seven, Cooper Build quality and paint are up to sister doors and around the rear boot handle, brand BMW standards, but you’ve got to scuffed or cracked plastic trim and Park Lane and Cooper S Checkmate remember that the earliest R50s are 16 special editions in 2006, the firstdamaged alloy wheels. years old now, so watch for lacquer peel generation MINI’s final hurrah was the hardcore, limited-edition two-seater GP. on all panels and stone chips on the front INTERIOR Make sure the interior trim on any MINI bumper and windscreen. You should be The GP was 50kg lighter and had a able to pick up replacement bumpers and is in good condition, but expect some unique bodykit with some ground effect scuffing to the side bolsters of the front even panels if you’re looking for one of aero, uprated JCW brakes and unique seats – especially on the sportier types. the more common colours, such as Pure four-spoke alloys. It was finished in Make sure they fold easily too, as early Thunder blue with a Pure Silver roof and Silver, Electric Blue and Chili Red, but was assembled by legendary Italian coach builder Bertone. Priced at £22,000, it was An R53 interior with leather, sat sold out before it even hit dealers and is nav and steering wheel controls. already a collectors item. Production of the R50 and R53 MINIs eventually stopped in 2006, after 130,000 had been sold in the UK alone. As an upmarket car, MINIs were offered with a myriad of different options, meaning very few cars are the same. The ‘Salt’ and ‘Pepper’ packs for the MINI One brought many of the diverse options together. The Salt pack included items that really should have been standard anyway, such as floormats, front fogs and a rev counter, but with the £750 Pepper pack, you got alloy wheels and chrome bumper inserts. The Cooper was also offered with the Pepper package, but you could have the ‘Chili’ option too, which added more lavish wheel/tyre options. The Cooper S had its own variation on the Chili pack,

MINI BUYING GUIDE

Exhaust systems and corrode and ‘peel’.

A stock Mini One engine. Check carefully for oil leaks.

models have been known to lock in the forward position. Expect scuffing to most of the interior plastics at this age, along with numerous rattles as they look better quality than they actually are!

MECHANICALS

MINI engine mounts do wear, so check their condition. That said, if they’re failing it will be obvious on the test drive; listen for ‘clonks’ and ‘vibrations’. Pull the dipstick and check there’s plenty of oil. If you’re looking at a Cooper S, the addition of that supercharger means it tends to drink more oil (around 250ml per 1,000 miles is usual!). Start it

Rattling interior plastics are common.

Other failure points include the crank seal, and the rear main oil seal. The latter sits around the crank behind the flywheel and often leaks engine oil over time, potentially causing premature clutch slip. Spark plugs seals and rocker cover gaskets can leak too, but are easily sorted. On the move, if you’re looking at a prefacelift One or Cooper (2001-2004), make sure you work your way through all fiveup and listen to any odd rattles from the top or bottom of the engine. If the noise is gears and that it has a sweet change, as the Rover-derived R65 ‘Midland’ gearbox from the top, it could indicate hydraulic is fragile and a common failure point. tappet or timing chain tensioner The CVT automatic transmission problems. If it’s from the bottom, this is versions are known to be problematic too more serious and could suggest a costly and are best avoided. rebuild. It’s common for the dipstick to The Cooper S’s Eaton supercharger break on the Cooper S models. If this is the case, walk away unless the price takes shouldn’t give any trouble, but if the car you’re looking at has done 100,000 miles this potential minefield into account. First generation cars are also notorious or more, it could probably benefit from a for oil leaks. Normally, it’s quite a simple rebuild from a specialist. Superchargers problem such as the crank sensor O-ring, that have been fitted with uprated pulleys will be more susceptible to this. Other but this requires the car to be into ‘front end service mode’, which means the front Cooper S engine concerns revolve around overheating, which can cause cracked bumper assembly and radiator has to be cylinder heads. The reason for this removed. The same goes for the sump common failure is that the cooling gasket, which is a more involved job.

An R53 Cooper S engine, shown here with the JCW 210 tuning kit.

MINI BUYING GUIDE fan’s thermostat is a known failure point and as such the cooling fan doesn’t cut in. Being hidden behind the front grille, the small radiator is also vulnerable to stone damage – look for leaks. On One and Cooper models, check the condition of the exhaust back box, as they do rot and peel back like an onion. The stock Cooper S system can also corrode, and isn’t cheap to replace. Finally, many MINIs will have nonstandard parts, so check they’ve been fitted correctly and that you’re still happy to buy in view of what’s been done.

ELECTRICS

Early R50 MINIs have known electrical issues, so make sure everything works and watch for warning lights. Pay particular attention to failing tyre pressure sensors, which can cause the ABS and traction control lights to be triggered on the central speedo and are an obvious MoT failure. Older cars may now be showing airbag warnings, so be wary of that too. Then, check that both the electric windows and the central locking works. If air-conditioning is fitted, does it blow cold air? If not it could just need a simple re-gas, or more seriously, the pump could be failing. A give-away is a damp carpet in the front, which is also bad for the condition of the ECU and body module that lives under that carpet. On Convertible models, check that the hood goes up and down as it should, as electrical failures can be costly to diagnose and repair. The same goes for models with the panoramic glass sunroof. The whining of the power steering

Electric window faults are very common.

The Checkmate was a special edition of the Cooper S.

pump might be a characteristic of the first-generation MINI, but it’s a known failure on models up to 2005. So on the move, make sure it is working well and at standstill listen for any odd noises.

UNDERNEATH

The MINI holds up well to corrosion given its age, but the rigid brakes pipes can suffer and may well need replacing if they’ve never been done. When driving the car, listen carefully for knocks from the suspension. All the usual suspects can wear, including the ball joints, front control arm/wishbone bushes and antiroll bar bushes. The strut top mounting areas under the bonnet can also ‘mushroom’, causing alignment issues.

RUNNING COSTS Check the rigid brake pipes for corrosion.

The majority of first-generation MINIs are powered by injected or supercharged versions of the Chrysler-supplied Tritec or Pentagon 1.6-litre 16-valve engine. Generally a strong engine as long as it’s regularly maintained. It is also chaindriven, so expensive cambelt replacements are one less thing you’ll need to worry about. R50, R52 and R53 first-generation MINIs all work on a variable servicing schedule, meaning servicing might not be needed for up to two-years or 16,000 miles, although it could be even more. Expect to pay around £120 for an interim Inspection 1 service at a specialist and around £220 for the more involved Inspection 2 service, also at a specialist. On top of the servicing costs, you’ll also need to budget £50 every two-years for brake fluid changes. Air-conditioning, if fitted, should also be checked at every service. A re-gas will usually coast you around £80.

MINI BUYING GUIDE HOW MUCH TO PAY?

First-generation BMW MINIs will never be as cheap again as they are now, as they are worth more being broken up for parts. As such, early R50 and R53 cars are becoming more scarce on the market. Earliest Ones and Coopers are on a Y-plate and are becoming sought after, especially the ex-MINI UK OBL registered cars. Expect to pay £1000-plus for an ‘OBL’ One or Cooper, but only around £800 for a standard 2001/51 One and just £900 for a 2001/51 Cooper. What about the faster R53 Cooper S? Prices start at around £1300 for the earliest cars privately, to which you’ll need to add another £500 for a car at a dealer, both at around the 100,000 mile mark. Prices for the earliest 2003 JCW converted cars start at around £3000. Our advice is, that unless you really want an early MINI, buy a later car, as the quality improved throughout the life of the R50 and R53. So try to choose facelift models from mid-2004 onwards. Pay £1200 for a 2003 One with up to 90,000 miles, or £1300 for a Cooper with similar miles. One D or Cooper S models of the same age cost slightly more The highest priced first-generation MINI is the R53 Cooper S GP, with values on the increase. Prices start at £11,000 for an 80,000-mile example.

WHAT’S AN ‘OBL’ MINI?

Most 2001 One and Cooper models will be registered using the new system that began in September 2001 – starting with the 51 plate. This was because of a design fault with the petrol tank, which suspended sales for a while. However, the majority of the last pre-production and first production examples out of Plant Oxford that weren’t sent to dealers as demos were registered by MINI UK for the press launch in June 2001 and dealer training. These cars were on a Y-registration plate, with the last three letters being ‘OBL’ or more rarely ‘NBL’. Like the dealer demo cars, MINI UK dictated the colour choices for these early models. The Ones tend to be finished in metallic Indi Blue or solid black, with attractive options such as air-con, a single slot CD player and the bigger, more attractive 16-inch five-star alloys. Coopers tend to be finished in Chili Red with a white roof. Inside is usually rare red Kaleido cloth and leather trim with red plastics. Otherwise they were in Pure Silver

Values of the R53 Cooper S GP are soaring.

Martyn Collins’ early ‘OBL’ Cooper.

with a black roof. These were the highest spec cars, featuring a full Chili Pack, Profile Panther Black leather trim and the panoramic glass sunroof. These cars are becoming sought after by collectors because of their unique features, such as the front seats that have a central

groove and pedal covers with ‘MINI’ picked out on them, both of which didn’t make it on to the production cars. A special group has been set up for the OBL cars and their fellow 2001 contemporaries – see www.facebook.com/ groups/MINIYREGister/

Gleaming in front of the White Cliffs of Dover, with only a light front-end dent to spoil the view.

A MINI EXPERIMENT

A first generation MINI can now be had for well under £1000, but will it be any good? We bought one, and headed across the channel in it to find out.

Words Jeff Ruggles Photography Jeff Ruggles and James Baskett

his is an experiment I’ve wanted to try for some time. I’m a passionate classic Mini owner who’s more than happy to drive his pride and joy into the far reaches of Eastern Europe, but I’m also realistic enough to know that the cost of owning and maintaining one is no longer within the reach of everyone. However, with early MINIs, that’s a trend very much in reverse. Thus a cunning plan was hatched. I’d buy the cheapest road-going MINI I could lay my hands on, and see how good or bad it was with an extended road test. Initial searches revealed that finding a cheap MINI is not difficult, but most had fundamental issues requiring major surgery. Most commonly these were a broken Midlands gearbox, head gasket failure or a knackered clutch – not

something I had the time, budget or inclination to sort. What I really needed was something mechanically sound but cosmetically challenged, and after a few days of searching, a suitable candidate appeared locally on Gumtree. A 52-reg MINI One in Silver, it had only covered Alongside another 52-reg silver One at Stanford Hall.

81,000 miles, had a decent-length MoT and even had the panoramic sunroof. But on the flip side, the drivers door wouldn’t open from the outside, the window was stuck shut, it wouldn’t lock and the bonnet was badly dented. At £600 the price seemed competitive, but with a bit

MINI ADVENTURE Ready for the off at the Kelsey Media premises in Kent, and looking good – from a distance.

Mini Sport’s Dave and Stephen replace the MINI’s gearbox oil.

of negotiation that became £450 – well worth a punt, I reasoned. For that I got a car with 10 previous owners, four different brands of tyre, a multitude of rattling trim, an illuminated airbag light and a service indicator that read at 21,000 miles overdue, but it still seemed to drive reasonably well. I also own an R53 Cooper S, and while it was nowhere near that it terms of performance and feel, it was well on a par with an R50 Cooper I’d driven before. That’s probably because the Cooper had a set of gargantuan 18-inch wheels on it and this one was on the original 15s, but even so, it compared favourably. Better still, I made it home, all 26 miles of it.

PREPARATION

The first trip was to a Mini-friendly salvage yard to buy a complete driver’s door and a bonnet, but when we arrived, the vendor had changed his mind about breaking the car. That meant I left with just a bare door, thankfully in the correct Pure Silver, but with the job of switching all the internal gubbins over. I could use the original door handle and lock barrel A bit of Midland gearbox on the drain plug.

Halfway through a driveway door swap.

again, but as the window mech didn’t work, it didn’t make any sense to swap it over. Fortunately, I had another door on hand from a 2005 Cooper S, which was able to donate all the bits I needed without having to dip into my wallet.

Wrongly-spaced plates triggered my OCD.

the factory wiring loom fitted. As it was undamaged I elected to leave it in place, but it turned out the looms are different. So, with the right wiring in place, the window worked as it should. The passenger door still had to be unlocked

“With a bit of negotiation that became £450 – well worth a punt...” With everything fitted, the secondhand door was bolted on. All seemed fine, other than the window not raising that little bit extra as it should after the door had been closed. The door had come from a Cooper rather than a One, and still had

manually, but I decided to live with that for the time being. The car could now be locked, and unlocked just so long as you skilfully jammed something into the hole where the button on the remote key should’ve been. I like to live dangerously.

DFDS provided free prosecco on the ferry.

James wonders what he’s let himself in for...

MINI ADVENTURE

Parking in Amsterdam wasn’t easy, but we eventually found a safe haven for our MINI.

Elsewhere, the dented bonnet was left in place as ‘character’, but I did change the incorrectly-spaced Euroflag numberplates for a new pair. Mechanically the brake discs looked OK and there was plenty of meat on the pads, so I concentrated on the engine. Following a trip to the local factors, new spark plugs were fitted, along with a new air filter. The aged oil was changed for fresh fully-synthetic lube, and a magnetic Gold Plug sump plug I had spare replaced the original one. Keen to preserve the Midland gearbox I opted to replace the oil in that too, but the factory MTF-94 grade wasn’t easy to get hold of. After some searching, I managed to order two litres from Rimmer Brothers, which came in genuine MG Rover containers. As it’s a Rover ‘box this shouldn’t have been a surprise, but I did have a chuckle at the irony. I did plan to do this job myself, but a shakedown trip to the Stanford Hall Mini Show also brought with it a visit to Mini Sport, and it kindly agreed to save me from getting dirty. I also toyed with the idea of going for a Bluefin remap to add some extra horses, but in the end I We arrived in the Dutch capital just as darkness fell.

Enjoying Amsterdam, despite the pouring rain.

“We knew we’d have to get a move on to enjoy a decent night out...” left it alone. Finally, my former colleague Stephen Colbran switched the airbag light off with his code reader – which stayed off – and that was it, preparation done.

GOING DUTCH

So, what was the plan? Well, as my mate James was getting married in a couple of weeks, we decided on a second stag do of sorts. We’d get across the channel, visit a big European city, recover and then head to the Nürburgring for a celebratory lap of the legendary Nordschleife circuit. Some took drastic action to solve the parking issue...

Then we’d drive what was hopefully still a working car back home again. As James had better things to do like sort his wedding, we only had three days, but despite this and a forecast that predicted non-stop rain, we went for it anyway. As I live in Somerset and James lives in my old hometown of Bury St Edmunds in Suffolk, we opted to meet up at the Kelsey Media premises in Kent on a Sunday morning. He’d be leaving his reliable and nearly-new Passat, and climbing into a rattly 15-year-old MINI, while for me it

MINI ADVENTURE An unused JCW 210 kit for a Cooper S. One day...

Sadly we had no space for this rebuilt Tritec engine amongst our tools and spares.

would be pretty much what I was used to. Anyway, it was a painless trip to Dover, where we were indebted to DFDS for upgrading us to priority boarding and letting us enjoy its plush on-board lounge. James got a free glass of prosecco, but as I was driving, I just went overboard on cakes and complimentary fizzy drinks instead. In seemingly no time, we were in Dunkirk and ready to set off into mainland Europe. Having docked at about 3.30pm, we knew we’d have to get a move on to enjoy a decent night out. Initially we planned on a visit to Bruges, but with Amsterdam only a couple of hours further up the road, we decided to go there instead. I’d never been to the Dutch capital, but I did know that getting stuck in traffic around Antwerp was highly likely. As it transpired we had a fairly clear run, and the MINI ran faultlessly. We were a little shocked at the parking costs in Amsterdam though – 45 Euros for the night! Fortunately we found a cheaper alternative at 18 Euros, checked into our hotel and headed straight to the bars for a couple of frosty Euro beers. Not bars in the red light district, I might add. That came later on, but just to say we’d seen it, you understand. Certainly we were impressed by Amsterdam, with its elaborate canal system and narrow houses, but the heavens opened in the morning. Rather than face the long journey to Germany in the pouring rain, I asked James if he wouldn’t mind a quick visit to somewhere I’d always wanted to go – the famed Dutch Mini specialist, Ben van Leeuwen.

The team at Ben Van Leeuwen were extremely welcoming, and what a place!

“We were a little shocked at the parking costs in Amsterdam...” It’s been going for almost 40 years, and I remember seeing it featured in magazines during the 1990s. It’s now a specialist for both classic Minis and MINIs, and as well as regular maintenance and repairs, it can supply cars, parts, perform modifications and even tackle full restorations. Most notable of all is a vast museum area dedicated to classic Minis, but the whole place is impressive. We even saw a complete R53 John Cooper Works 210 tuning kit, unused and ready to fit! Rest assured we’ll bring you about this incredible place in a future issue.

BAD PLANNING

Ben and the team proved to be most welcoming even though we turned up out of the blue, but such was our enjoyment,

we rather lost track of time. It would be tight to make it to the Nürburgring in time for the day’s ‘touristenfahrten’ public access session, but we had to give it our best shot. The snag was the James was hungry, and the fall-out of that wasn’t something either of us wanted. A trip to McDonalds sorted that issue but put us further behind, leaving James with a real race against time as he took to the wheel for the first time. Diverting away from the motorway and down through the town of Adenau helped us claw back a little time, and we finally arrived around 6:35pm, leaving us time for a look around and a lap. Or so we thought. For some reason I was convinced the track was open until 7.30pm, but it was actually 7pm. So

MINI ADVENTURE

An excellent line up of MINIs, and our car.

Some of Ben van Leewen’s top-notch MINIs.

when I’d finally plucked up enough courage to buy a ticket at around 6.44pm, they wouldn’t sell me one. No amount of complaining was going to change their mind, and as the track didn’t open until 5.30 the following day, we were done for. We’d literally missed out by a couple of minutes – gutted didn’t even come close. Worse still, the track was very quiet and we’d have been able to go at own pace virtually untroubled. Some things just aren’t meant to be, but I felt pretty stupid. The only consolation was that the MINI had still yet to put a foot wrong. Whether that would have changed after 13 miles of trashing it through the Eifel Mountains, we’ll never know. In a double-whammy of useless planning, I’d neglected to book us a hotel Sparse Nordschleife car park was a bad sign...

for the night. My idea was to head for Cologne or Düsseldorf, hit the old town and enjoy a few of the local beers. But even though we weren’t in Munich, Oktoberfest was in full swing and it transpired that all the usual cheap hotel suspects were long sold out. The only places left would’ve set us back more than the car had cost, so we needed an

“No amount of complaining was going to change their mind...” alternative. In a desperate search, we found the last available twin room at a relatively budget hotel in nearby Koblenz. It wasn’t what we were initially after, but it proved to be a surprisingly lively city. We enjoyed a bite to eat in the old town then headed to an Irish bar, which was absolutely packed with young Germans playing beer pong. The surroundings A quick stop for the R50 while we pondered where to head next.

... and we just missed out on doing a lap.

were pleasant, the beer was cheap and it did at least lift our spirits after the debacle at the Nordschleife! The following morning we had a choice between heading to the Michael Schumacher kart track near Cologne, or going to Luxembourg. As it was raining and we preferred to race outdoors, we headed for the latter. With our ferry

booked at Dunkirk for 8pm, we just had time for a look around the very pretty Luxembourg City and some food, before (eventually!) finding a petrol station to take advantage of the much cheaper petrol prices. Beer and tobacco were also procured for friends back in the UK. I had wanted to visit the old Grand Prix building in Reims, but with time tight, we

MINI ADVENTURE Cheap B&B proved to be our saviour.

headed for Dunkirk via Charleroi in Belgium instead. This isn’t a particularly nice piece of carriageway, and some of the roadworks have been there for so long they are literally growing moss. Apart from a couple of queues near Lille though, we made remarkably quick progress. So much so, we managed to make another stop at a French hypermarket to fill any remaining nooks and crannies in the car with Camembert and cheap wine. We had DFDS priority boarding for the ferry on the way home too, much to the annoyance of the impatient bloke in a Volvo that had bullied his way in front of us while queuing for passport control. It was an act of karma we found most enjoyable... The crossing was trouble-free once again, but the same couldn’t be said for the journey back to Somerset. The A20 and M20 had been closed, meaning that all the lorries from the boat were directed through the winding country lanes of Kent, and we got stuck in the middle of it. That cost us over an hour, but after dropping James off, worse was yet to come. Not only was the M3 closed, but so was the A3 alternative. I was tired, hungry and using every profanity I could think of to describe the Highways

Fuel is a lot cheaper in Luxembourg, so we filled up to the brim.

“At times, our trip had been fun, at others, shambolic...” the same, but at less than the cost of set of Agency, but at did at least make it home, albeit some four hours later than planned. aftermarket classic Mini wheels and tyres, I certainly got a lot more than I GREAT SUCCESS bargained for. At times, our trip had been fun, at others, So what now? Well, we may not have shambolic. But any problems were down conquered the famous ‘Green Hell’ but to user error rather than our trusty MINI, that was never the point. My aim was to which can’t legislate for the fact I can’t buy the cheapest MINI I could find and book a hotel properly or tell the time. It see how it held up. Some 3000 miles later carried on dutifully throughout, whether without so much as topping up the oil, I in the city centre, stuck in traffic or being think I can call this experiment a success. thrashed mercifully to miss a deadline. Heck, I might even get the remote key Yes you’d expect any modern car to do fixed properly one day... At the front of the queue to board the ferry. Our £450 MINI performed brilliantly.

Sadly, we couldn’t even manage one lap!

RALLY MINIS Minis and MINIs from the 1970s, 1990s, 2000s and 2010s.

Words Jeff Ruggles Photography Matt Woods

We catch up with Mini Sport’s rally Minis as they transcend the generations, and find out how their ongoing development benefits the scene as a whole.

GENERATION G T

he Mini’s incredible success story was in no small part due to its rallying exploits during the 1960s, both on the world stage and closer to home. The car may have faded away from the international scene as the decade drew to a close, but Minis and rallying have remained inextricably linked ever since. Just ask Mini Sport. The Padiham-based specialist has been involved in Mini rallying for every one of its 50 years, but it isn’t ready to stop pushing the boundaries just yet – quite the opposite. To prove the point, we gathered three generations of its flagship

Bolton, and enjoyed plenty of success. What’s more, it’s survived virtually unchanged in Mini Sport’s hands for over GOLDEN AGE 40 years – a brilliant reminder of a golden Mini Sport’s association with rallying age for road rallying. started before the company was even Mini Sport has continued to be officially born. The car pictured here, involved with campaigning classic Minis, NCK 453P, was completed in 1975, some but it hasn’t stood still. While the classic eight years after the company had been Mini remains very much its passion, the formed by Brian and Heather Harper. But MINI was vital in pushing things though it wasn’t the first to be built, it’s forward. In 2004 it joined forces with undoubtedly the most famous of that era. Mark Nuttal to embark on the new Described as “The Ultimate Road Rally MINI’s first rally adventure. The John Mini” by the legendary Cars and Car Cooper Challenge had already seen the Conversions magazine, the 1380-powered new-generation car take to the track, but beast was built by the meticulous Cyril nobody had yet followed in the footsteps

rally weapons to see how Minis and rallying has come full circle.

N GAME of the original car by going rallying. “We were invited by a TV company to build a new MINI rally car, hence MK52 JAU was born,” says Mini Sport Managing Director, Chris Harper. “We were doing our testing in public, but it made for good TV. That car was continually developed over 13 years into being probably the fastest R53 Mini there is that can be used on a rally or race track.” Beginning with a standard R53 Cooper S, Mini Sport’s Daniel Harper masterminded a complete transformation of the vehicle. The suspension was completely re-engineered with extra travel to cope with gravel work, while the

This was the first proper new MINI rally

brakes were upgraded with one-piece bespoke brake callipers. The gear ratios were heavily modified, and a full weld-in rollcage was fitted. It was all new ground, and a huge learning curve. Much of the work was done in-house, but where required, experts in their respective fields were called in. Over the following years, MK52 was improved over and over again, with power boosted to 265bhp and even the wheelbase extended to increase stability. Mini Sport has also built three more MINIs, creating a formidable quartet of R53 rally weapons. Certainly MK52 has enjoyed plenty of success with Daniel Harper at the wheel alongside

car.

Chris Campbell, culminating in them becoming the 2016 Manx Champions last November – the first time it’s ever been won in a MINI! It was a fitting way to end development work on the R53 in readiness for the next chapter...

WORLD CLASS

“When we got to the end of 2016, MK52 had probably run its course,” says Chris. “We’d done everything we could to it. We considered building our own four-wheel drive car, but we decided the best way forward for this company was to go and buy a world rally car and develop that.” Mini Sport is still very much part of

RALLY MINIS the classic Mini rallying scene – together with the Historic Rally Car Register (HRCR), it runs the hugely successful Mini Cup, which is probably the biggest single-make rally championship in the world. Daniel Harper could’ve gone back down the classic route of course, but as the engineer of the Harper family the man at the helm of sister company Motorsport Advanced Developments (MAD), he wanted to keep on pushing himself. So, with its eyes firmly set on the future, Mini Sport acquired a MINI JCW-01c World Rally Car earlier this year, which is one of only 33 ever built! The car is loosely based on a four-wheeldrive MINI Countryman, and was developed for the World Rally Championship by Prodrive, notably famous for the preparation of the Subarus driven by the late rallying legends, Colin McRae and Richard Burns. It’s powered by a 300bhp 1600cc turbocharged engine, and like the car it’s based on, boasts fourTiny carbon-fibre mirrors to save weight.

Work converting MK52 began back in 2004!

“The best way forward was to go and buy a world rally car...” wheel drive. Despite only one day of testing, Daniel and Chris managed a top six placing on the car’s first outing. It would get even better than that though, as the pair would become Manx National winners in September, in spite of alternator, driveshaft and tyre issues. While the MINI has allowed the Mini Sport name to stay at the forefront of

rallying, Chris believes it has been instrumental in keeping an iconic brand alive in a much more general sense, too. “You’ll always have the doubters that will say the MINI is a different car or a different manufacturer, but from my point of view, I can’t agree with that. BMW picked up the mantle after Rover went bankrupt and took the brand on. The designers were British. If you want to be pedantic about it, the MPi Mini was down to BMW. It would have died in 1996, but they saw the potential and kept

The modified R53 engine is good for 265bhp! The wheelbase has been slightly extended.

RALLY MINIS The suspension was heavily modified to cope with gravel.

Huge discs with AP Racing callipers.

it going until 2000. At that point it couldn’t go through the crash tests and could go no further. Mini Sport’s amazing new JCW“The Mini scene has changed 01c World Rally Car with NCK. dramatically,” adds Chris. “If we want people to come into the Mini scene – the 17-year-old who loves Minis – can they afford to buy a classic Mini? And if they can afford to buy it, can they afford to insure it? The answer is probably no. Now they can buy an early new car for a fraction of the price. To be part of the use modern technology during the scene, that may well be their only option.” process and assess how modern materials perform. This has subsequently filtered EVOLUTION down into the classic Mini products But there’s more. Chris takes the view range. The Cooper range, for example, that development work with the MINI may look similar to how it did in the can really be of benefit to the classic Mini 1990s, but it’s produced in a completely scene. “We’ve not stopped evolving,” says different, precision way. Chris. “There is no doubt that Mini Sport “This transcends through the Cooper is 100 per cent Mini through and range, the Paddy range, our callipers, the through, but we can’t live our lives in whole lot,” says Chris. “We have got hold 1964 – if we did we’d be long since dead of modern technology, and we have and buried. Although our love is in the developed it. In the 1960s something classic Mini, we’ve also got to follow our might have been made from a particular love of technology. We don’t want to buy a material, but in 2017 you make it out of Ford or a Hyundai, we want to stick with something else. It’s modern day thinking the brand.” to solve things.” Much was learnt from the development The acquisition of the WRC MINI has of MK52, which allowed Mini Sport to pushed that potential further along the

“We want to be at the front like BMC were in 1964...” line. “We get to understand the technology that Prodrive has put into it, and we can now produce products that are actually better, because since that car was built, things have moved on,” says Chris. “It allows us to learn more things and design in different ways. And at the end of the day, we want to win. We want to be at the front like BMC were in 1964. We don’t have a budget for the world stage, but we’re winning, beating our peers like the Mitsubishis and Subarus just as BMC did.” So there you have it. The World rally car is all Mini Sport about working in 2017, but what it learns, however big or small, can be used to benefit the iconic cars that helped this Lancashire-based firm to make its name.

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