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GEARBOX - Limited Slip Diffs; necessary parts for installation.

Fitting an LSD isn't as simple as replacing the diff cage unit. In all cases a certain degree of diff housing modifications is needed - material needing to be ground/filed away to provide clearance for larger diff housing cases and crown wheel bolts. Although it has to be said the Quaife diff is supposed to fit without these mods. I've never found that. The design and manufacture of the LSD to facilitate any other function other than that of a standard 'open' diff assembly precludes use of standard CWPs. So one suitable for an LSD is needed. Naturally Mini Spares/Mania supply these in an extensive range of FD ratios. The output shafts are also different. A much thicker spline type is used within the LSD assembly. Consequently a suitable pair of LSD-compatible output shafts are needed. Some folk still insist on running the archaic, power consuming Hardy-Spicer type driveshaft to diff joints - although this is the only real option for rallying unless a change in driveshaft assembly

What you actually need for the disc/drum conversion is pretty straightforward. Disconnect the steering arms, top and bottom swivel-pins, CV joint, and flexible brake pipes at the subframe - that’s it. There are, however, a number of ancillaries to consider.

Basics

Basics Fitting discs designed for the Mini is easy enough. Just make sure you use CV gaiters for the disc-brake set-up - these have a different bellows shape to stop the gaiter rubbing the inside of the hub. The drum type will rub, then split, shedding grease all over the place. Moly grease is mighty mucky stuff to deal with and doesn't assist braking at all! A tip for racers - to stop the gaiters over-expanding when getting very hot and imitating the aforementioned, put either a decent sized split pin or (my favorite) a piece of very small bore pipe - as in the type supplied with WD40 aerosols, etc. - under the retaining strap on the drive shaft. This allows air to escape and return,

Brakes - Fundamental Considerations

When looking to increase their cars performance, most folks immediately turn to considering higher engine power outputs. Because of this pre-occupation brakes tend to slide down the improvements priority list. However, they are far more important - being able to accelerate at warp speed to hyper-space in the twinkling of an eye is all very well, but disastrous if you can’t stop. You will make a very big hole in the scenery, and possibly end up wearing an wooden over-coat. Getting the braking system sorted out can help to make the car quicker, as you will be able to more confidently, therefore maximising speed in any given situation. Being one of those ‘sciences’ used in the automotive industry I hope to shed some light on the subject as it's another of those where many questions from confused and mislead folks that clog up my e-mail board. The advent of the Metro, and the brakes used on it has spawned a lot of activity in this direction. It was soon discovered that they could b

The red lights went out after a short wait and the 2005 season was underway. I held position and went early on the attack,

It seems remarkable, but a winter break of over six months is never enough time to prepare a racing car! The truth is, at long last I've completely refurbished the hall, stairs and landing at home. That concludes a 7 and a half year ...

The widespread and prolific fitment of Metro engines into Minis - usually those endowed as standard with small-bore (850/998/1098) engines - practiced in the UK has been spreading to many other countries worldwide.

So it's not surprising that the most commonly asked question has also become more prolific concerning the fitment of said engine - apart from actually how to manage the transplant and the differences in the installations, covered in articles relevant article on this site - is just which type of engine the individual concerned has bought or what they already have fitted to their car and is it worth keeping or junking. One initial question I pose often draws a pregnant silence whilst said inquiree scrambles their brains trying to find an answer for. Following that protracted pause, 'I dunno' is the usual answer. I then have to get into a lengthy explanation as to how to determine what said engine is.

Fitment of the Ultimate Drivetrain Kit is as Cooper ‘S’ Drivetrain assembly except for the following points:-

1 When fitting driveshaft to CV joint it is always advisable to Tig weld CV joint inner race to thick circlip in two places.
2 When installing large alloy side covers please ensure a flat and spring washer are used in conjunction with 5/16 unc x 11/4” bolts, so as bolts do not bottom out in gearbox casing
3 When connecting Hardy Spicer joints to output shafts using 3/8 unf bolts, a small amount of grinding will be needed on one of the bolt flats to enable location and locking on to output shafts.
4 Before sliding driveshaft into Hardy Spicer coupling ensure splines of both are thoroughly oiled and greased.
5 Centralise steering rack and set up steering geometry
6 After installation of kit remove suspension units and CV joint nuts and move suspension through full bump (ie up) and rebound (ie down) and check that in both p...

CONTENTS OF C-AJJ4028 BRAKE 7.5”DISC KIT (NO PROTECTOR SHIELDS)

1 x 27H4656 CALIPER GENUINE AP R/H
1 x 27H4657 CALIPER GENUINE AP L/H
1 x FAM2390 HUB BARE R/H
1 x FAM2391 HUB BARE L/H
2 x 21A1270MS DRIVE FLANGE
2 x GBD101MS BRAKE DISC. etc.....

The build up to the start of the 2006 Mini Miglia season had seen plenty of late night activity in the workshop, but everything looked extremely promising as we loaded up and left for Snetterton on Friday evening.

Installed in the engine bay was an all new 'works' Richard Longman & Co...

Major Player in the Mini Market

Simon Jackson & Justin Jeffery explain why stock holding is key to the running of Mini Spares

A strange choice, you might think, for inclusion in Mini Tech News but, surprisingly the GTM has more Mini parts on it than the Elf! (because the Elf is nearly all space frame).

I attended a vintage race the other weekend and had the chance to talk to some of the Mini runners about many different subjects. The conversation started out talking about what was causing his Mini to get a little weird coming out of the fast turns. Of course there can be a whole lot of reasons for this, but this did lead our conversation towards "limited slip diffs".

Steady Eddy My first visit to Mini Spares must have been over 12 years ago and while buying the usual go faster bits, I enquired about a Saturday job. A very lean and handsome Keith Calver could only offer me full time employment. I declined and subsequently have spent a small fortune over the years and drunk far too many pints of beer with K.C.

Min Comp Musings Well, the MINCOMP/MINI MANIA Mini ran at the national races held at Willow Springs Raceway over the memorial day weekend where it was severely hot. Not the hottest it has been, but still damn hot. I am quite pleased with the way the car ran.

Articles search results for CV Joints

Simon Jackson & Justin Jeffery explain why stock holding is key to the running of Mini Spares

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