8-PORT STEALS THE SHOW - Italian job jobbed

Yorkshire's Richard Ollerenshaw hadn't really intended to spend a lot more than the original £100 he paid for his 1964 850 Morris Mini Saloon, but when it came to a choice between knocking together a shopping car for his girlfriend, or building an 8-ported, Amal throated, Renault 5 GT Turbo beating, Italian jobbing super Mini, .. the girlfriend lost one-nil. The problem stems from the fact that Richard has racing in his blood, courtesy of his ex-racing father Morgan Ollerenshaw.

Ollerenshaw senior went motor racing in the seventies, when privateers had slightly more than a dog's chance against the large corporate bodies, but after some spirited attempts in Formula Ford 2000 and Saloon Cars, he finally threw in the towel in 1985, to concentrate on Hillspeed Racing. By the time he was 15, chip off the old block Richard had already acquired a 1967 MG Roadster, which he spent the next two years restoring, in time for his first driving licence. He could never be accused of having minor aspirations, because his next two projects were, chronologically, aY-type and a Austin Healey!

By the time he had come to the Mini, Richard had 6 years of practical experience behind him, which tempered his approach to the project, and taught him to take very professional care and attention. The result, as you can see from these, and the front cover pics, is one of the nicest looking Minis I have seen, complete with the most amazing induction noise you have ever heard. The sound of 4 Amals sucking through an 8-port head into this heavybreathing engine, is a joyful noise indeed, and sounds uncannily like a zoo load of sealions on heat. The choice of going for an 8-port head with Amals is an interesting one, because Richard had also researched other options, notably the mult -valved items, but decided that the racing pedigree and traditional technology of the 8-port would prove less troublesome, and help retain the autthentic look of the car and the engine bay. Despite this, many enthusiastic Italians were, in Richard's words, "Rather gobsmacked" to see four carburettors bursting from the engine when they nosed around during the Italian Job. Italians do love Minis, and this one sent them into raptures!

The Italian wine growers were obviously impressed too, or maybe confused, because they gave Richard an extra two bottles of wine over his quota. For the Italian Job, Richard donned an authentic number 27, in memory of his hero, Gilles Villenueve, (he was most impressed that he couldn't catch me out on that one), and then set off for his 3000 mile jaunt, only six days after the car had been completed. There is nothing like solving teething problems on the move!

The superbly built 1293 engine performed almost too well, and it was later discovered that instead of a super sprint 649 rally cam, Richard's assistant had fitted a 599 race cam while he wasn't looking. (Nice top, shame about the middle). So the engine stood up to the test, even though Richard managed to split the oil cooler after a graceful flight over a hump back bridge. The story goes something like this:- "We were chasing a Renault 5 GT Turbo along a country road in France somewhere." (They weren't part of the official entertainment, but seemed keen anyway). ....

"We managed to get past him on a long straight - you should have seen that guy's mouth drop open, he just couldn't believe what had happened to him." "There was a fast right at the end of the road, and then we saw this hump back bridge ... " When the remains of the oil cooler was patched up (it had been re sited during the build, which is why it was vulnerable to ground attack), Richard's team found themselves tipping vast quantities of oil into the car for the rest of the trip to Italy. In fact, the Ollerenshaw Mini became as famous for its oil spills as it did for its a-port head ('It will never see rust down the passenger side. In fact, most of the cars behind will never see rust again').

There was a great comaraderie on the Italian Job, with many competitors with perfectly healthy cars, gladly helping others to repair their Minis in hotel car parks during the night. It was during the ritual start up routine in these hotel car parks, that the a-port gained its fame. Although the engine was a great warm starter, the four Amals needed a special helping hand, indeed four hands, most mornings, to bring life into the chokeless Amals.

This bonnet-up routine attracted much attention, simply because of the noise levels involved. Once fired up, the engine needed a spirited series of revs, which made it sound like a race car in the pits. Imagine a free-rewing engine, hardly any tickover and very loud exhaust notes together with the aforementioned chorus of randy seal ions. If they had an award for the sexiest sounding engine note, Ollerenshaw would have cleaned up!

When we first met Richard, we had no idea that he was anything other-than a good Mini Spares customer. Now, it turns out, he has become a totally independent tester of Mini Spares products, and we are delighted that he has put them to such good use. Apart from the Arden a-port/ Amal set up, he has fitted a set of our 4-pot calipers, which he is evidently happywith. Our roller rockers have been put to good use in his engine, and it turns out that we have supplied the lion's share of all parts for the car, which has been completely rebuilt. "The only original thing left now is the registration document" adds Richard, dryly. The car has attracted the attention of MINI WORLD magazine, who homed in on it at the Italian Job. They are hoping to feature it soon, although it is doubtful whether the Amals will still be on the head by then. Kent Cams have reground the camshaft back to rally specifications and Steve Whitton at M.E.D. is helping to uprate the engine to 1380. We are hopeful that Richard Ollerenshaw will opt for our new, all singing, dancing, and affordable new Fuel Injection system for the 8-port as the project progresses.

Watch this space! Graham Austin