The application of this drive system maintains very accurate and consistent cam and ignition timing, and minimising valve train noise. Desireable advantages that do not diminish with time. The fiberglass reinforced belt all but 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 A-series owners to benefit from such technology. Our continuous program of re-investment in product development applying current technology has allowed this new kit to evolve, utilising up-to-date casting methods for the seal case and plastics molding for the dust cover. 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 lock tab to retain peg, then the 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, apply a small amount of liquid thread-lock to the cam threads then torque cam nut up to 65lb ft. Fit the dust cover. If the damper pulley has a timing service plate fitted, it MUST be removed before re-fitting it using the replacement cap head bolt and thick washer supplied. This vastly improves pulley stability and retention. Use thread-loc liquid on the bolt and torque up to 65lb ft. Note the water pump pulley spacer that requires fitting between the pulley and pump to correctly align the crank and water pump pulleys. Longer pump pulley bolts may be needed.

NOTE: No breather is required on the timing cover, as no ventilation is needed. The spinning gears creating pressure in the old system are no longer there. If a solid wall block is used (ie.1275, A+) ensure there is a crank case breather fitted to the top of the transfer gear case, and if possible to the rocker cover. Take great care not to damage the belt when assembling as this will cause failure in service. Regular inspection should be carried out where used in hostile or severe conditions. Replace belt every 20,000 miles in normal road going conditions. This kit has been used on race engines up to 9,500rpm. It is entirely possible to fit either the rota-adjust or fixed Mini Spares-sourced cam pulleys to this kit if required. Hex key sizes 3mm, 4mm, 3/16”, and 7/32”, and thread-loc liquid are required to fit this kit.

KIT Part No: C-AJJ3328RACE
Parts contained in this kit:
BELT KIT OIL SEAL LARGE BELTSEAL2
BELT KIT REPLACEMENT BELT BELTBELT
BOLT ONLY FROM C-AHT147
socket hex head bolt C-AHT147BOLT
CAMSHAFT GEAR LOCKTAB 2A759
SMALL SEAL,PLASTIC BELTDRIVE BELTSEAL3

Importation rules regarding vehicles are very specific: Only those over 25 years in age may be brought in to the USA without compilance to Federal Motor Vehicle Safety Standards (FMVSS).