Hi All,

I Have not put statistics up in awhile, so for those that find numbers and trends of interest please find our Forum statistics for 2015 October -> 2016 February below:

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Cheers,

I want to say a big thank you to Jared mk3 for sorting me out with a wicked custom key for my GTS. Excellent turn around time and an even better level of workmanship went into it with an exceptionally decent price...




The only requirements of me were to supply Jared with a duplicate key and a Hotwheels mini to use for the process.

I highly recommend that anyone wanting one should drop him a PM and get the key rolling on its very own set of wheels

Hi Guys here are my previous and current mini's

This was my GTS that was stolen from Sandton.
   

Took me 3 years to build this one.
   

This I still have and is currently busy with.
   

This is my latest addition to the family.
   

Hi Guys my name is Agan, I am new to this forum but an oldie when it comes to mini's
I have had 5 mini's previously and just picked up my 6th one last night.

Simple love them.

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Hi guys

I have a mate in the UK who is having a major clean up, and has some crown wheel and pinions that may be of interest to us in SA.

As you are aware, our local Minis tend to run out of revs on the freeway, the 3.44 final drive in our local 1275 means you are doing around 4,600 rpm at 120kph (not sure of exact number, but am sure Boyscout or Miniac will know). and our little short stroke 1100s generally have a 3.76 diff  which means probably close to 5,000 rpm at 120.

So my mate is stripping 3.1s, 3.2s and 2.9 CWP out of gearboxes.

Now to put this into perspective, a 3.2 will drop your revs in top by about 320 rpm, and a 3.1 will drop it by over 400rpm.

The longer 2.9 is really only suited to Minis with good powerful torquey engines, and not those running hairy arsed cams such as a 286 or a 296, as it will make traffic a bit of a pain in the behind :-) as it will drop your 4th gear revs at 120 by over 700 rpm.

So with this all in mind, there will be limited stock, so i just want names and diff sizes at the moment.

Prices still to be confirmed though.

Thanks

Hi everyone, 

So finally I'm putting up a thread of my mini. It's not a beauty, but got me from a to d, not too far just incase something happens 

It's a 1982 Leyland Rebel Clubman, as far as i know the motor is fairly standard apart form the pistons that have been reboured to 20thou.
   


This is what she looked like the day i got her home, yip i know bonnet was already open the first day I got her. Long story short, the guy told me she was in perfect condition and she wasn't. first problem and still a problem was clutch judder badly, with water hose leaking then 2nd time i went it was misfiring badly and wouldnt even start properly, 3rd time he phoned me and said could take the car at R5000 less (I know most of you will be reading this thinking how stupid could he be even after 2nd time to rather let the car go and search for another one) and i would have to fix it, unfortunately financially my parents couldnt afford anything else and my dad said yes. 

After getting her it turned out the timing was out and the spark plugs were connected wrong. Drove it a while then found the carb was stuffed and got my hands on a downdraft manifold and sticked a weber 38dgas on from my dads v6, with a few mods and other jets it wasn't running too bad, then after saving and selling a few other stuff I managed to get a weber 36 DCD and that ran so well. Stupid enough I wanted a set of twins and sold the weber and got that, at that time my brother was driving my mini and was complaining like a little girl the fuel consumption was bad etc, so after pressure from him and my dad i sold it and bought a "recon" carb from someone and he stopped whinning for a bit. While also owning it I got a set of Bucket seats got them recovered in red leather and black cloth. Also got the interior redone and got some branches for the mini and made my own 2" exhaust from straight piupe i got. (thinking of it now, i know how stupid) There were a lot of other problems as well in between and head was off, gasket blew etc. Now at least i know it's normal for the mini.

After staring too long at her too many times, looking ayt the badly faded paint, thats when i thought time for a rebuild and some new make-up on her.

Will start a thread in the right place for that.
   
   
   
   

Something I came across this morning on the uk forum. Not exactly for all our motors but the list would still apply.


Converting an Engine from NA to Forced Induction

For this section it will be looking at a Mini City E with a 998cc naturally aspirated engine and what needs to be changed or modified to allow a turbo to be used on this engine reliably. Being an older engine design a lot of parts have to be added for the turbo to work correctly, below is a list of what would be needed:

• Fuel regulator
  
  
• High pressure fuel pump
  
  
• Increased diameter of fuel lines (fuel return line added, as not standard)
  
  
• Programmable ignition (Distributor as standard)
  
  
• Intercooler
  
  
• Boost gauge
  
  
• AFR gauge (Air to fuel ratio gauge)
  
  
• Dump valve
  
  
• Oil feed/drain
  
  
• Water feed/drain (if the turbo has one)
  
  
• Turbo (Garret T2 in this application)
  
  
• Sealed HIFF 44 Carburetor  
  
  
• Manifolds (Exhaust and Inlet)
  
  
• Actuator
  
  
• Plenum chamber
  
  
• Colder spark plugs
  
  
• Oil pressure gauge
  
  
• Uprated oil pump
  

• Large bore exhaust system
  
  
• X pin diff
  
  
• Uprated Radiator
  
  
• Uprated Brakes
  
  
• Uprated Engine mounts
  

Hi Guys

I got called on to fix a 1098 Clubman.  It had been resprayed and the interior had been redone, but the car just could not be driven and it kept on over heating and struggled to stop.

The poor car had to be towed to my shop.  While towing the left front wheel bearing was screaming like a pig.

So after starting the car it smoked like a locomotive.  I did a compression test and it was way down on all four cylinders. After removing the head.  I found that the valves will need to be reground and the cylinder head will have to be serviced at the engineering shop.
I then found that the pistons are 6mm from the top of the block instead of nearly flush (like it would normally be) when the engine is at TDC, the part number on the piston indicated that the pistons fitted is in fact 1275cc pistons instead of 1100cc pistons.
I then proceeded to remove the engine and stripped the flywheel and gearbox off the block to find that the engine is indeed fitted with an 1100cc crank and not a 1275cc crank.

   

   


   

Hi guys blew the head gasket, not really sure as to what was the cause

Question is, do I re-torque the head hot or cold

If hot, do I need to do so after the first heat cycle?

If cold, do I re-torque after the first heat up/cool down? or do I need to do 1000 kays again?

Hi Guys

Please see below, lets get registered early so we can get a bigger allocation this year.  

we would also like to see some MOCSA and CPTMOC guys around.

The “Sunday Tribune – 41st Cars in the Park” will be held on Sunday the 15th May 2016 at the Ashburton Training
Centre, Pietermaritzburg. With the number of exhibitor’s vehicles, and to accommodate everyone in an orderly
manner we again ask everyone to register online, which worked very well last year. Bikers who want to display their
bikes must also register this year. Registration will open on the 21st February 2016.

The venue for this year’s event is again the Ashburton Training Centre, details are as follows:
Co-ordinates are: 29°38'43.23"S 30°28'8.62"E
Coming from either Durban or Pietermaritzburg turn of at the Ashburton N3 off ramp, and on the road over the
highway, Pope Ellis Drive, turn right and follow the road for +- 2km to the Ashburton Training Centre on the left.