C-AJJ3328 MINI SPARES VERNIER ADJUSTABLE CAM BELT DRIVE

No Longer Available see C-AJJ3328RACE

The ubiquitous toothed belt cam drive system, originally developed for high performance race engines, is now generally accepted as the norm on all state of the art modern engines.

C-AJJ3328RACE MINI SPARES VERNIER ADJUSTABLE CAM BELT DRIVE KIT - FITTING INSTRU...

The application of this drive system maintains very accurate and consistent cam and ignition timing, and minimising valve train noise. Desireable advantages that do not diminish with time. The fiberglass reinforced belt all but eliminates the excessive stretch suffered by chain driven systems - even where a tensioner is used.

Engineering - Consistent measurements

During a recent discussion with a few overseas Mini brethren - who were experiencing various engine-related problems - something cropped up that I have always taken as granted (in the sense of ' a standard for the application'); the matter of consistency in measurements.

Now we're not talking about the sort of measurements you make with a ruler, since discrepancies of a small nature don't tend to matter a whole lot. No, we're talking about the sort of measurements made with fine measuring instruments such as micrometers or vernier calipers.

Now, the discussion that was going on was with reference to the best clearance to run between the bore and piston for a given piston type for race or street purposes. I hade quoted figures that I generally use for both situations for forged and for cast piston types.

C-AJJ3322 - MINI SPARES FIXED ADJUSTMENT BELT DRIVE KIT

The application of this drive system maintains very accurate and consistent cam and ignition timing, and minimises valve train noise - desirable advantages that do not diminish with time. The fibreglass reinforced belt all but eliminates the excessive stretch suffered by chain driven systems-even when a tensioner is used.

TOOL 11 TRACKING GAUGE INSTRUCTIONS

TOOL11 is a supremely simple device to use, essentially an oversized vernier calliper.

Although a billiard table like surface is not needed, it is sensible to have the car on something like level ground without any of the wheels in dips or on lumps. Set the steering straight ahead and roll the vehicle back and forth a couple of times to settle the suspension. Resting the gauge on the ground in front of the vehicle with the arms at each end elevated, set the gauge to suit vehicle track width by releasing the two clamp bolts and sliding the two halves apart/together until the desired position is achieved, positioning the measuring tips at half overall wheel/tyre height (i.e. a line drawn horizontally through the hub centre to intersect the wheel/tyre outer edges) on either the wheel rim or tyre wall then pinch...

Historical Article - March 1992 - Wild Thing!

In 1988, a humble 1973 Mini 1000 was minding its own business somewhere in London, when along came a young Mini freak called Jason King, who wanted to change it for ever, and make it famous.

Jason persuaded the owner to take £450 for the car, and then proceeded to throw £12,000 worth of presents at it for the next 3 years. Every minute of Jason’s spare time was spent working on his new car and every minute of his working time was spent looking for spares.

Historical Article - March 1992 - Tip Time by Keith Calver

Some years ago whilst racing in the National Mini Miglia Championship I came across an odd problem that had me a little puzzled for a while.

I built a new engine ready for the beginning of the season from all new parts except for the block, crank and head casting. I duly ran this in a Snetterton, calling in to visit Peter Baldwin at Marshalls of Cambridge for a final rolling road tune up.

The engine performed faultlessly for 4 races, giving good power and was very smooth, allowing me to use 9,100 rpm on occasions. At the next race meeting I went out to do the practice session, did a few warming up laps, then registered a vibration from the engine. Oil pressure OK, water temperature OK, but it would not pull any rpm and got very rough over 5,500 rpm!

Historical Article - March 1992 - Tip Time by Keith Calver

Some years ago whilst racing in the National Mini Miglia Championship I came across an odd problem that had me a little puzzled for a while.

I built a new engine ready for the beginning of the season from all new parts except for the block, crank and head casting. I duly ran this in a Snetterton, calling in to visit Peter Baldwin at Marshalls of Cambridge for a final rolling road tune up.

The engine performed faultlessly for 4 races, giving good power and was very smooth, allowing me to use 9,100 rpm on occasions. At the next race meeting I went out to do the practice session, did a few warming up laps, then registered a vibration from the engine. Oil pressure OK, water temperature OK, but it would not pull any rpm and got very rough over 5,500 rpm!

Historical Article - October 1993 - Mini Spares Centre News

Mini Spares Centre News For some reason, discs (brake rotors for the foreigners amongst us!) for the 'S'/early GT have become more and more difficult to come by. Well, actually, that is not totally accurate. I guess that statement should read "decent quality discs". I know there is a supply of, erm, EEC country manufactured discs purporting to be high quality, but they are extortionately expensive, and are only totally (?) effective...

Historical Article-August 1994-Whiffin's Clubman

This is the first clubman we have featured in Mini Tech News, although I can't think why. This example belongs to Mini Spares staffer Paul Whiffin, who has obviously spent a great deal of time and money getting if right. I can't help thinking that the front end looks a bit like my old BMW 3 series. (we're allowed to say BMW now. Bernd would approve. He used to own a mini, you know).

Historical Article-August 1994-Whiffin's Clubman

This is the first clubman we have featured in Mini Tech News, although I can't think why. This example belongs to Mini Spares staffer Paul Whiffin, who has obviously spent a great deal of time and money getting if right. I can't help thinking that the front end looks a bit like my old BMW 3 series. (we're allowed to say BMW now. Bernd would approve. He used to own a mini, you know).