Well after an utterly fabulous weekend walking around the pits of Silverstone Classic and plenty of nudges by my brother while I was there, I am un earthing my Mk1 Mini after 7 years of dry storage. The idea is to rebuild it to Appendix K regs. This means i will be able to compete in the FIA pre "66 Classic Touring Car championship.
Unfortunately I am unable to compete the car in its current form. This is because in the early 70's up to around 1974, the car was developed to a point where it was so extreme many classes would simply not allow it to compete. In its final days, it was competed in a Special Saloon class where heavily developed cars could mix it with one another. This was against famous names such as Steve Soper, Ray Calcutt and others.
The car sported a 970cc Cooper S engine which used a Formular Junior block, an ultra expensive Arden 8 port cylinder head, 9 post rocker gear, Tecalemit-Jackson injection system, ultra lightweight flywheel with titanium retainer, F1 suspension components and much more. It was one of the most heavily developed sub 1000cc Mini's ever. It revved to 12,000rpm and could make 120+ hp. This was all seen in Car and Car Conversions in 1990. One of its final races was the "Fastest Mini in the World" race in 2000.
Even today, there aren't really any circuit championships it can compete successfully in. For that reason I'll be building it up to a similar spec it started out with way back in 1964 when it began racing by a chap called Ryan Lee. At this point the car was very basic but still had a very sought after 970s engine just in a much more standard trim. Luckily for me, the FIA cater for genuine cars of this age and its called Appendix K. These cars must be prepared to a standard that are as close to the period race cars and works cars as possible. This means any fancy parts or mods that weren't fitted before 1966 to this make of car will not be legal. Everything must be perfect. The only difference being an up to date seat, harness and roll cage with HANS device compatability. To get a typical Mk1 mini to this standard costs alot of money. Fortunately, over the years, I have gathered many rare period parts for the car so it will be minimal for me. Although it won't be cheap getting the car to the grid, the value of the car will soar. The value of Appendix K Minis range from £30-50,000.
Plans are to restore the body back to oem spec using Genuine Heritage parts. Although the shell is immaculate, it has a one piece GRP flip front, tubed rear arches and wide hand made alloy arch extensions, none of which is legal. The car is fitted with a full rollcage but it will need changing for the FIA approved item. All pretty easy stuff. The wheels are currently 8x10" splits rims. They look great but again, not legal. They will be changed for 4.5x10 period rosepetal alloys. Brakes are currently 4 piston callipers and vented. These will be changed for 2 piston Cooper S callipers and disks. The engine is a tough one. It competed with a 970s engine since time began so its only right I carry this tradition on. The problem is it won't be very competitive against a field of 1275 Cooper S' using the standard 5 port mini head design. This may mean I build up an easier to come by 1275 unit. Although it won't be as strong as the front running Mini's, it will still offer enough go to mix it with the American machinery.
I'll post pictures once the car is on my drive and being put together
Unfortunately I am unable to compete the car in its current form. This is because in the early 70's up to around 1974, the car was developed to a point where it was so extreme many classes would simply not allow it to compete. In its final days, it was competed in a Special Saloon class where heavily developed cars could mix it with one another. This was against famous names such as Steve Soper, Ray Calcutt and others.
The car sported a 970cc Cooper S engine which used a Formular Junior block, an ultra expensive Arden 8 port cylinder head, 9 post rocker gear, Tecalemit-Jackson injection system, ultra lightweight flywheel with titanium retainer, F1 suspension components and much more. It was one of the most heavily developed sub 1000cc Mini's ever. It revved to 12,000rpm and could make 120+ hp. This was all seen in Car and Car Conversions in 1990. One of its final races was the "Fastest Mini in the World" race in 2000.
Even today, there aren't really any circuit championships it can compete successfully in. For that reason I'll be building it up to a similar spec it started out with way back in 1964 when it began racing by a chap called Ryan Lee. At this point the car was very basic but still had a very sought after 970s engine just in a much more standard trim. Luckily for me, the FIA cater for genuine cars of this age and its called Appendix K. These cars must be prepared to a standard that are as close to the period race cars and works cars as possible. This means any fancy parts or mods that weren't fitted before 1966 to this make of car will not be legal. Everything must be perfect. The only difference being an up to date seat, harness and roll cage with HANS device compatability. To get a typical Mk1 mini to this standard costs alot of money. Fortunately, over the years, I have gathered many rare period parts for the car so it will be minimal for me. Although it won't be cheap getting the car to the grid, the value of the car will soar. The value of Appendix K Minis range from £30-50,000.
Plans are to restore the body back to oem spec using Genuine Heritage parts. Although the shell is immaculate, it has a one piece GRP flip front, tubed rear arches and wide hand made alloy arch extensions, none of which is legal. The car is fitted with a full rollcage but it will need changing for the FIA approved item. All pretty easy stuff. The wheels are currently 8x10" splits rims. They look great but again, not legal. They will be changed for 4.5x10 period rosepetal alloys. Brakes are currently 4 piston callipers and vented. These will be changed for 2 piston Cooper S callipers and disks. The engine is a tough one. It competed with a 970s engine since time began so its only right I carry this tradition on. The problem is it won't be very competitive against a field of 1275 Cooper S' using the standard 5 port mini head design. This may mean I build up an easier to come by 1275 unit. Although it won't be as strong as the front running Mini's, it will still offer enough go to mix it with the American machinery.
I'll post pictures once the car is on my drive and being put together
