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. The application of this drive system maintains very accurate and consistent cam and ignition timing, and minimising valve train noise. Desirable advantages that do not diminish with time. The fiberglass reinforced belt eliminates the excessive stretch suffered by chain driven systems - even where a tensioner is used. The protracted control of cam and ignition timing maintains peak performance. Chain drives cause excessive timing scatter, even after relatively short periods of running. The MINI SPARES kit enables the A-series owner to benefit from such technology. The adjustable cam gear in this kit allows up to 9 degrees of adjustment, facilitating accurate cam timing. An absolute must when installing a performance camshaft.

FITMENT: Remove the original timing cover. Position gears so that the timing marks on cam and crank gears are adjacent, then remove gears/chain assembly. Remove locating keys. Clean cam and crank gear boss surfaces, ensuring new gears are no more than a light slide fit. Re-fit keys. Re-check gears for light slide fit. On tensioner type set ups, replace the two front plate bolts directly below the water pump along left edge of block. Leave centre bolt/nut out on A+ engines. Carefully press the seals squarely into the seal cover if not already fitted. Fit gasket supplied in place using a little sealant. Position cover against engine, and fit with new retaining bolts supplied using a thread-loc liquid. Before tightening bolts, fit the two gears assembled with belt and timing marks correctly aligned, through their relevant seals and onto shafts. This will centralise the cover, helping to avoid oil leaks. Tighten the bolts down evenly to ensure the cover is pulled down square.

CAM TIMING ADJUSTMENT: To set the cam gear in the standard position, ensure cam and crank gears are set with timing marks aligned adjacent to each other. Fit the locating peg into the pair of holes in cam gear outer and centre boss nearest the timing mark on the cam gear. The peg hole on the opposite side of the cam gear outer should NOT be lined up with a corresponding hole in the centre boss underneath. Adjustment is achieved by removing the peg with the screw supplied, turning the inner section in the required direction to advance/retard the timing, then re-inserting the peg into the pair of holes that are now aligned. Each hole is 1 degree off set, so gives 2 degrees of crank timing. A 1-degree offset cam key will allow even greater adjustment. Once the cam timing has been set, and the peg is in place, fit the retaining plate/lock tab, then cam nut, and tighten enough to pinch the cam wheel assembly so that cam end float can be checked. It should be 0.003” to 0.007”. When satisfied all is correct, torque cam nut up to 65lb ft. Bend up lock tab, but NOT where it covers the dowel. If the crank damper pulley has a timing service plate fitted, it MUST be removed before re-fitting it Crank pulley bolt to be torqued to 65lb ft. NOTE: The kit is supplied with a breather pipe union. If not required make sure it is blanked off. Take great care not to damage the belt when assembling, as this will cause failure in service. The cover is split to aid belt inspection. Regular inspection should be carried out where used in hostile conditions. Replace belt every 20,000 miles in normal road applications. This kit has been used on race engines up to speeds of 9,500rpm. It is entirely possible to fit either the rota-adjust or fixed Mini Spares-sourced cam pulleys to this kit if required.

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