SUSPENSION - Basic Priorities

Suspension - Basic priorities for improved suspension performance. Having studied the 'Suspension - Terminology' article you should now have a ‘job description’ understanding of previously possibly un-comprehended words associated with suspension control. Now - what to do with it? The first thing we need to establish is an order of priority before distributing hard-earned 'beer vouchers' in all directions. Fortunately, this is a good deal less complicated than is generally believed. Despite the five main factors that control the front suspension geometry – kingpin inclination, caster angle, camber angle, track, and bump-steer – we are only really able to alter three of those easily. King-pin inclination is non-adjustable, as it’s a feature of where the swivel-pins are mounted on the hub at the factory. It will alter as other adjustments are made, but we can do nothing easily about correcting/optimising it independently, as these are fixed in position on the swivel hub.

Cylinder head - Min Tec head range

I'm often asked about the range of cylinder heads I do for Mini Spares/Mini Mania, so here's the low-down…

Although the following range of heads accommodate specific fitments - like pre-1992 where by-pass hoses and heater take-offs on the clutch end of the head are used and post-1992 where neither of these exist, and on SPi (single point injection) heads where they don't usually have a threaded hole for the temperature sender - in reality it is easy to convert almost any of them to fit any other engine since holes are easily blocked off - or by-pass hoses not used, water pumps blanked off and drilled thermostats fitted (see articles on cooling/engine transplants). A list of which is what and what to do to each to convert is at the end of this article.

For more in-depth descriptions of the head specs, see article 'Cylinder head - About Min Tec Heads' - basically the valve sizes used have been decided on after extensive and in-depth flow test...

Lubrication - Temperature critical

The correct running temperature of the oil is perhaps even more important than the water/coolant temperatures - so let us consider how to control them.

Mainly because it seems to be the most misunderstood of the whole process, and oil cooler fitment almost a reflex when over-heating occurs where a tuned engine of any type is concerned. And in many cases on standard production road cars for that matter.

Almost since the appearance of the immortal Cooper S, fitting an oil cooler has been the essential thing to do to any tuned Mini without any comprehension why. The original fitment was necessary because oil and bearing technology wasn't too advanced. Asking an oil of yester-year to cope with lubricating an engine at racing speeds, and a gearbox pushed their performance to the edge of their all too narrow capability, so extreme control over their working environment was essential for reliability. Hence oil cooler fitment.

02.09.07 - Donington Park Report by Keith Calver

Once again I found myself swamped with work causing the now familiar last minute rush to check the race car over before departing to Donnington. This race weekend was going to be a very different affair than what has become the norm. Karin was having to work the weekend, my 'opposition' in my class and in another Clubby - Steve (Young) - has resigned himself to doing the last race of the year at Oulton park due to work pressures, and stats man and hospitality provider Keith (Manning – now Otto v

05.06.10, Brands Hatch race report by Keith Calver

I am not sure why, but I don't really enjoy Brands Hatch. It is a quite technically difficult circuit to set fast lap times on. It is most definitely one of those circuits that 'be slow to go fast' applies to.

You can not hustle or hurry it. I am speaking from the point of view of having to use treaded tyres that don't give a tremendous amount of grip. And probably a circuit where 'loose is fast' applies... but I am still building confidence.

Cylinder head 2022

Historical Article - Nov 1991 - Twini Mini

The front brakes are standard Cooper 'S' 71/2" variety with the standard drums on the rear, with the assistance of a servo the rear regulator valve has been left out of the system and the brakes work very well. As the weight of the second engine amounts to the equivalent of two 11 1/2 stone passengers. Rear cooling is taken care of using a 1300 radiator mounted in the standard position. The heater take offs are connected to a 19 row oil cooler.

Historical Article - Nov 1991 - Twini Mini

The front brakes are standard Cooper 'S' 71/2" variety with the standard drums on the rear, with the assistance of a servo the rear regulator valve has been left out of the system and the brakes work very well. As the weight of the second engine amounts to the equivalent of two 11 1/2 stone passengers. Rear cooling is taken care of using a 1300 radiator mounted in the standard position. The heater take offs are connected to a 19 row oil cooler.

Historical Article-February 1995-Calver's Clinic

Calver's Clinic COOKING OIL This engine oil thing seems to have caught people's attention - which is good as there is nothing like awareness of what is good for your engine. Having done the 'Life Blood' article in Minitech News 6, and what oils to avoid in Mini Tech News 7.

Historical Article-February 1995-Calver's Clinic

Calver's Clinic COOKING OIL This engine oil thing seems to have caught people's attention - which is good as there is nothing like awareness of what is good for your engine. Having done the 'Life Blood' article in Minitech News 6, and what oils to avoid in Mini Tech News 7.