E.R.A. MINI PRESENTATION TO AUSTIN ROVER WEDNESDAY, 13TH JULY 1988 - E.R.A. History - The Mini Concept - Engineering Concept - Styling - Engine Development - Vehicle Development - Marketing/Sales - Public Relations/Advertising - Production - Component Supply - Pricing - Appendices i) First Prototype Power Curve ii) Provisional Production Power Curve iii) Bruntingthorpe Vehicle Results iv) Competition v) Cost Break-Down vi) Parts List THE E.R.A. MINI HISTORY Although today E.R.A. is best known as an engine and fuel system development and test establishment, its origins are very much vehicle orientated. It was founded in 1933 as English Racing Automobiles Limited to design, manufacture and run a team of 1.5 liter racing cars for the 1930s Voiturette races, the rough equivalent of today's Formula 2. From 1934 through until well after the war E.R.A. cars enjoyed considerable success with drivers such as Raymond Mays, Bira, etc. In 1953 the Company was purchased by Zenith Carburetors and all direct connection with vehicle manufacture came to an end, although several contract prototype vehicles were built. The E.R.A. Mini is the Company's first whole vehicle project since those early days. THE MINI CONCEPT The last ten years have seen a rapid growth in the demand for special edition cars based on standard production models. Many of these, such as the Ford "Festival", Renault "Event" etc., are just special trim exercises. At the other extreme is the Cosworth Sierra, a fully engineered, high performance derivative. The engineering of special edition production cars makes full use of E.R.A.' s engineering expertise and facilities and provides a logical area of diversification in addition to R & D consultancy. Careful consideration was given to the choice of vehicle for E. R. A.'s first major project. The history of E.R.A. suggested a British vehicle. The need for engineering support and back-up from the manufacturer was also considered essential. Thus a vehicle engineered in Britain would allow better cooperation. The Mini does seem at first sight a strange choice. Designed over thirty years ago, it has seen all other major manufacturers copy its originality and gradually improve upon its concept, and at the same time hugely expand the market in which it competes. Today nobody would claim it is the most modern small car. Yet the Mini is still made and sold in volume (37,000 per annum), not only in Britain but also in such highly critical markets as France, Germany, Italy and Japan. The Mini may be ageing but it has succeeded in retaining its individuality, its practicality and its simplicity. It has become part cheap runabout, part cult-car. As a competition car it is still raced and rallied all over Europe. For many years, and with enormous success, BMC and then British Leyland cashed in on the competition success of the Mini with the production Mini Cooper. E.R.A.'s Mini is the Mini Cooper for the 1990's, built to modern standards of performance, comfort and handling. THE ENGINEERING CONCEPT The principal engineering guidelines are:- 1. To engineer the car to OEM standards. The car should achieve the quality standards of a production line model. 2. To use as far as possible tried and tested AR components, both to contain cost and to avoid time consuming engineering pitfalls. 3. To make the car capable of being easily serviced by any AR dealer. 4. To minimize the use of special tooling in order to minimize the economic production batch and hence to reduce the financial risk. THE DESIGN CONCEPT The E.R.A. Mini is designed to:- 1. Out-perform all previous production Minis. 2. Compare with other performance 'Mini' vehicles such as the Peugeot 205GTI. 3. be safe in the hands of all types of driver. 4. be drivable under all conditions. 5. Be styled so as to be instantly recognizable as an E.R.A. Mini but not so as to lose the Mini shape. 6. Be trimmed and equipped internally to modern standards of comfort and finish. STYLING Exterior Design Dennis Adams, an automotive stylist responsible for, amongst others, the MARCOS car, was commissioned to draw up suitable outline ideas. Two of his initial sketches are included in the appendix. The styling aim was to produce a purposeful image without being unnecessarily aggressive. The vehicle should appeal not only to young executives but also to an older category of potential purchaser -those who remember the heyday of the Mini and its Cooper derivatives. From this styling concept Richard Grant Associates were asked to produce a clay mock-up for an exterior styling kit. After minor modification, a prototype body kit was produced in GRP. The use of ABS was considered but GRP was chosen because of the overall finish quality achievable. GRP is stiffer than ABS and individual parts can be made longer. It is thus possible to make the kit in two parts only. Interior Design The interior design concept was that the vehicle should be trimmed and equipped internally to modern standards of comfort and finish. A design company, Styling International, part of the Hawtal Whiting Group, were contracted to produce a mock-up of a suitable interior, since E.R.A. had no in-house experience of trim design. New front seats, in the RECARO image, and a modified rear seat have greatly improved upon the standard of seating. A dash panel with full instrumentation was designed using the top and bottom rolls of the existing dash for ease of fitting. The high quality image of the vehicle was maintained by the use of leather and fabric trim, and carpeting throughout. A specially trimmed steering wheel was used. Great attention was given to details such as the rear seat pockets, heating system enclosures, etc. A high quality music system was designed in. Color Choice Black was chosen as the sole color because i) It is a suitable standard AR color ii) It is perceived as sporty and exclusive ENGINE DEVELOPMENT Using Loughborough University's vehicle performance computer program, it was possible to make accurate predictions of power and torque requirements for target accelerations and maximum speed. While it had been intended initially to achieve a maximum speed of 120 mph, the poor drag coefficient of the Mini body would have meant an unacceptable engine up rate. The target has therefore been set at:- @i) Maximum speed - 110 MPH ii) 0-60 MPH < 8 seconds iii) Good mid range top/third gear acceleration iv) Good drivability in traffic A competition derived turbo charged 'A' series engine was built and tested as a performance benchmark. This engine/transmission had the following modifications:- i) Dellorto horizontal 45 mm twin choke carburetor with recalculation. ii) Turbo boosts pressures up to 12 PSI. iii) Intercooler. iv) Compression ratio lowered to 7:1 by using special, lightweight, forged pistons. v) Cylinder head modified to take MG 1300 inlet valves. vi) Modified camshaft. vii) Positive lubrication to drop gears. viii) Special head gasket. ix) Minor modifications to gearbox. This engine produced 118 BHP at 6000 RPM and 115 lbs / ft torque at 4500 RPM. (See Appendix i). Installed in the car the performance achieved was exciting. A 0-60 MPH time of 5.97 seconds was achieved and a top speed of 121 mph. However, this combination was clearly not suitable for road use either in terms of safety or reliability. It proved useful for suspension and handling evaluation for testing of components such as drive shafts and brakes. The predicted power requirement to achieve the modified performance target was 95 BHP at 6000 RPM and 92 lbs ft. torque maximum. Considerable experimental work was carried out on the test bed to determine the best way of achieving these figures using as many standard components as possible and with acceptable reliability. The effects of lowered compression ratio, increased boost pressures, different size inlet valves, modified valve lift and timing, and intercooler were examined. The main conclusions were :- i) No major performance difference between standard Metro turbo, MG 1300 and Kent '649' camshafts. ii) Boost pressures above 9 PSI caused valve seat distortion, bore distortion and head gasket failure. iii) Larger inlet valve made no difference to power under boost conditions. iv) Lowering compression ratio to 8:1 helped avoid detonation but the fitting of new pistons would necessitate a piston development and validation program. v) Reduction in exhaust back pressure by using modified exhaust system gave improved power and helped with bore/valve seat distortion. The best compromise was achieved by using a standard Metro Turbo A series engine but with a modified boost. This gave a substantially modified torque curve although maximum torque was deliberately limited to 92 ft./lb. (an 8% increase over standard). Boost modification was initially achieved by substituting a 7 PSI waste gate actuator for the standard 4 PSI actuator, but this gave rise to lean running at the transition between naturally aspirated and boost conditions. The problem was overcome by modifying the standard Lucas ECU to give progressive introduction of boost. The power/torque curve achieved is shown in Appendix (ii). Intercooler A potential area of concern was the air inlet temperature. At full load 6250 rpm on the test bed the temperature in the plenum chamber of the engine rose to about 70 degrees C. When a Serck intercooler was fitted between the turbo-charger and the carburetor the plenum chamber temperature dropped by up to 20 degrees C. Some pipe related noise problems occurred with the use of the intercooler on the test bed. Although it was possible to install the intercooler in the car the introduction of the new AR brake servo has since severely restricted space. Since the engine appears able to run satisfactorily without an intercooler it is not at present fitted. However, further investigations into possible locations of an intercooler are being made. VEHICLE DEVELOPMENT Chassis A chassis development program was undertaken in three main areas; I) Safety (braking, transmission) ii) Handling (steering, suspension, drivability) iii) Comfort (Control, Ride, Noise) Braking The objective of the braking modifications was full compliance with the Department of Transport braking homologation tests. It was found possible to fit the front discs and calipers from the Metro Turbo. Metro Turbo specification rear brake wheel cylinders and pressure reducing valves were also employed. AP Lockheed was fully consulted on the application. The vehicle undertook a standard Type Approval brake test at Bruntingthorpe Proving Ground and passed satisfactorily. Initial testing was carried out without a brake servo. Pedal pressures did not appear excessive. Production Minis later this year will be equipped with a servo operation system and this has now been incorporated on one prototype car with the help of Austin Rover. Wheels Principally to provide more suitable gearing and to accommodate the Metro Turbo brakes, 6J x 13" alloy wheels fitted with Goodyear 165 x 60 x 13 tires were selected. The clearance around the wheels is a minimum of 15 mm and the body styling kit copes with the increased rim width. Drive Shafts Space limitation necessitates the use of the standard MINI drive shafts and CV joints. Together with GKN Transmissions a Drive shaft test program was formulated using the high power/high torque development engine -118 BHP maximum at 6000 RPM, 115 ft/lbs at 4500 RPM. The tests were satisfactorily completed. It is not anticipated that either drive shafts or CV joints will show abnormal problems in service. Steering/Drivability Installation of the high power development engine into a prototype car with 13" wheels and Metro Turbo brakes but in otherwise standard suspension trim gave handling problems, in particular:- i) Torque steer with the application of power. ii) Bump steer. iii) General "nervousness". Geoscan Limited, a specialist competition suspension design company, ran a computer survey of the existing geometry and made a number of suggestions for modification. After extensive development, the following changes were made. (i) Front suspension ride height lowered by c. 15 mm. (ii) Front wheel toe out increased to 3/16". (iii) Track rod end ball joints raised 10 mm by fitting 10 mm spacers under front steering arms. (iv) Rear anti-roll bar fitted~ (v) Adjustable shock absorbers fitted on all four wheels. (vi) Front lower suspension arms lengthened to provide 1-1.5 degrees negative camber. (vii) To accommodate (vi) Longer fitting ball joints fitted from steering rack ends to wheel steering arms. Comfort The driving position was improved by (i) Fitting much better seats. (ii) Lowering the steering column angle. (iii) Fitting a different steering wheel. Noise Noise level was adversely affected by an extra engine steady and by the use of stiffer rubbers, which had been used to restrict torque reaction movement. A compromise has been reached with less stiff rubbers and more interior sound insulation. Some improvements can still be made in this area, but the current noise level is, in our view, almost acceptable. Vehicle Performance Testing Vehicle testing using the second prototype engine showed a 'best' top speed of 112 mph and a 0-60 mph time of 7.55 seconds. This was considered acceptable. The intermediate accelerations were also good. The Bruntingthorpe Proving Ground figures are shown in Appendix (iii). The engine has since completed a considerable amount of testing in the vehicle and to date; no problems associated with the increased mid-range boost have been encountered. Discussions with Austin Rover highlighted the following areas which might cause durability problems. i) Transfer Gears ii) Valve Seats iii) Bore Distortion A modification to improve the durability of the transfer gears was considered and tried. This involved cross drilling the gear and providing an additional oil feed to it. This is not planned for production unless further durability proves it to be necessary. The incidence of problems with valve seating and bore distortion will be comparable with the standard Metro turbo. Cooling To cope with the increased cooling requirement of the turbo engine, the following modifications have been made; i) Installation of a revised Serck water radiator of identical physical dimensions to the standard part but giving 30% increased cooling capacity. ii) Installation of an oil cooler behind the gutter in the traditional 'Mini Cooper' position. This involved remote location of the oil filter to give more space. Fuel Consumption The fuel consumption of the vehicle with the E.R.A. modified engine has not been assessed by the Department of Transport official test procedure. Some guidance can be drawn from the official Metro turbo figures which are:- Urban 34.3 mpg Steady 56 mph 53.5 mpg Steady 75 mph 37.9 mpg The E.R.A. vehicle is lighter than the Metro but it has a worse coefficient of drag. It is therefore expected that similar figures will be achieved for the E.R.A. vehicle. It is expected that the typical owner will achieve better than 30 m.p.g. which compares well with other "super minis". Conclusion The engine found to give adequate performance and good drivability is only a slightly modified Metro Turbo unit with no changes to any major components. It is therefore anticipated that reliability of the engine/transmission-should not be significantly worse than a standard Metro Turbo. The reduced vehicle weight and the practical impossibility of driving at or near maximum torque or power for any length of time on the road will help the known problems of bore and valve seat distortion and head gasket failure. The engine/transmission cost has therefore been reduced to little more than standard unit cost. MARKETING/SALES E.R.A. does not have any experience of distributing or marketing vehicles. Direct selling by E.R.A. would probably only result in minimal sales volumes and it is not considered to be a serious possibility if a reasonable return on the investment is to be made. We have set a target sales volume of 500 cars over two years or five cars/week. We have considered only the U.K. market, although if homologation problems can be overcome, France, Germany, Holland, Belgium and Italy will be good potential markets. We have looked at the U.K. Sales statistics for similar high performance mini-hatchbacks against which the E.R.A. would have to compete (see Appendix iv) and even allowing for the substantially higher price at which the E.R.A. Mini will have to sell, we believe the target is achievable. It is however only achievable if (i) The car is well engineered and reliable, (ii) It can be sold through an established dealer network, (iii) It can be serviced without undue difficulty, (iv) The appropriate P.R. and advertising 'campaign is undertaken. There are three marketing options: 1. E.R.A. would like the car to be sold through the Austin Rover dealer network and serviced by them. Austin Rover dealers have the necessary experience of the Mini, spares back-up and service facilities and an up-market Mini should prove an attraction in their showrooms. 2. If for any reason it is not possible to use the AR dealer network we shall need to sell through one of the specialized independent dealer networks, some three of whom have been identified as definitely interested. This is however very much a second best option. 3. The third option is for E.R.A. to sell the car direct to the customer. AR Vehicle or E.R.A. Vehicle? Whilst E.R.A. would like to see the E.R.A. name on the car, and feel it would be a marketing advantage, if Austin Rover would prefer to promote it as an AR car (for example the 30th Anniversary Mini), E.R.A. would not in any way object. E.R.A.'s objective is successful diversification. Clearly the complex questions of warranty, homologation and product liability need to be investigated thoroughly and these problems may dictate the practicality or otherwise of the different marketing routes. If the car is sold as an E.R.A. Mini with E.R.A. carrying the full product responsibility, a warranty on standard AR parts will be required. Homologation Homologation will only be possible with the full co-operation of Austin Rover. If full homologation is impossible/impractical it would be possible (in line with other not dissimilar exercises) to pre-register the cars in order to have to comply only with the Construction and Use regulations. Full homologation is preferable since it would open up the German, French and Italian markets where it is believed there would be substantial demand. If the second (Construction and Use) route is chosen, E.R.A. will carry out certain DTP homologation tests, e.g. braking, to help ease insurance and product liability problems. PUBLIC RELATIONS/ADVERTISING Based upon a figure of ’55,000 the following campaign will take place over a period of three months. 1.Press@and T.V. Launch ’2,000.00 2. Press Day and Road Test ’5,000.00 3. Exhibition-Racing Car Show 1989 ’6,500.00 4. Dealers Day ’2,500.00 5. Contingency ’2,000.00 ’18,000.00 Advertising Campaign Over a period of three months based on 1/2 page color adverts in the following publications one insertion in each month. What Car ’6900. 00 Classic Car ’4005. 00 Auto Sport ’2280. 00 Performance Car ’3450. 00 Fast Lane ’2925. 00 Motor Sport ’2355. 00 TOTAL ’21915. 00 Production costs for the advertising campaign ’10,000. 00 Production of four page full color brochure, 20,000 copies ’4,000. 00 PRODUCTION It is assumed that Austin Rover would not be interested in assembling 250/500 special edition cars per year. E.R.A. has the space, facilities, quality control systems and management to modify up to ten cars per week. Additional labor would be required in Dunstable but this is not considered to be a major obstacle. E.R.A. would almost certainly sub-contract the internal trimming (as it has done on the prototype) since it has no expertise in this area. Cars could be modified either from standard complete production Minis or (preferably) from untrimmed vehicles less-engine and gearbox, if Austin Rover can supply cars in this condition. E.R.A. will source all components. COMPONENT SUPPLY For obvious reasons every effort has been made to incorporate as many standard AR Mini or Metro components as possible. To date all AR components, including complete engines and gearboxes, have been sourced from Canley. If E.R.A. has to modify complete cars a number of major new Mini components will be surplus to requirements, particularly engine/transmission units, front hubs/discs and brakes, and the vehicle interior. E.R.A. would like to discuss with Austin Rover the possibility of re-introducing these into either the AR production or spares system. A Component List is shown in Appendix vi. PRICING A provisional price to dealers of ’9030 excluding car tax and V.A.T. is based on the following assumptions:- 1. A minimum volume of five cars/week. 2. E.R.A. to buy new complete Minis at normal retail price, less normal discount. 3. E.R.A. to buy engines/transmissions from Canley at current quoted price (approximately ’1200). 4. All other AR components based on list less an assumed discount (c. 25%). 5. New surplus components (engines/transmissions etc.) to be credited and returned to AR or sold into spares network when possible -return value assumed to be ’1000. 6. Labor at quoted prices. 7. All non-AR parts and tooling based on trim quoted prices for batches of 250 off and actual full tooling costs. 8. Tooling amortized over 500 vehicles. 9. All E.R.A. labor and overheads at current .1988 rates. 10. Warranty costs assumed to be ’250/vehicle. 11. Product liability (excluding V.S.A.) assumed to be .’150/vehicle. 12. P.R. costs assumed to be ’55,000. The cost make up is shown in the Appendix v. The assumptions made leave a great deal of scope for flexibility in the pricing. The estimated dealer price should not be exceeded since most of the assumptions are either actual quotations or worst possible situations. In the small quantities envisaged the end price will inevitably be higher than for volume produced competitors such as the Renault 5 Turbo. It is suggested that the exclusivity of the model and the cult following for the MINI can satisfactorily overcome the price disadvantage with the help of good marketing and P.R. APPENDIX III BRUNTINGTHORPE PROVING GROUND Summary of Test Results 5th May 1988 (Mini City) Maximum Speed : 112.0 mph 81.3mph 0 -60mph (2people) : 8.75seconds N/A 0 -60mph (1person) : 7.55seconds 17.50seconds 30-50mph (4thgear) : 9.92seconds 14.00seconds 30-50mph (3rdgear) : 5.13seconds 9.00seconds 50-70mph (4thgear) : 8.86seconds 23.90seconds 50-70mph (3rdgear) : 6.04seconds 13.90seconds 30-70mph (4thgear) : 18.69seconds N/A 50-90mph (4thgear) : 24.84seconds N/A COMPETITORS TO THE E.R.A. HIGH PERFORMANCE MINI CAR NAME PRICE I.G. ENGINE DETAILS MAX. SPEED 0-60 MPG OVERALL EST. 1987 SIZE MPG SALES Alpha Romeo 1.7 10200 6 1712 119.2 8.5 25.8 Veloce Audi 80 S 11998 6 1781 114.0 11.1 30.0 AR MG Metro Turbo 7999 4 1275 Turbo 111.3 9.4 28.1 4000 AR MG Montego Turbo 12455 6 1994 Turbo 128.6 7.4 24.2 Caterham Super Sprint 10692 7 1690 107.9 5.6 24.5 Citroen BX19 GTi 11291 6 1905 120.0 8.8 25.7 Citroen BX19 GTi 16V 13244 6 1905 16V 132.6 7.8 25.2 Citroen AX GT 6899 4 1360 107.9 8.9 31.2 Fiat Bertone X19 8926 6 1498 107.7 9.9 29.0 Ford Fiesta XR2 8106 4 1597 109.7 8.7 30.6 32700 Ford Escort XR3i 9655 5 1597 115.1 9.3 31.1 17500 Ford Escort RS Turbo 11550 5 1597 Turbo 129.0 8.1 27.1 4900 Honda Aerodeck 11850 7 1955 112.4 10.1 N/A Honda CRX 9600 7 1590 16V 128.4 7.6 28.8 Isuzu Piazza Turbo 10998 8 1994 Turbo 127.5 8.3 N/A Lancia Delta HF Turbo 9795 7 1585 Turbo 122.4 7.6 28.8 Mazda 323 Rallye Turbo 10999 7 1597 Turbo 123.0 7.1 20.7 Mazda RX-7 16499 7 2354 Rotary 132.4 8.2 19.0 Midas Gold Coupe 9624 6 1379 111.6 10.7 34.2 Mitsubishi Colt Turbo 9419 9 1597 Turbo 120.6 8.5 26.6 Mitsubishi Cordia Turbo 10799 7 1795 Turbo 123.6 7.6 24.1 Morgan Plus 8 16856 7 3532 122.2 6.1 20.2 Opel Manta GTE Exclusive 9883 6 1979 120.4 8.5 27.3 Panther Kallista 11825 7 2792 110.9 7.9 22.8 Peugeot 205 CTI 11245 6 1580 114.2 9.3 24.9 Peugeot 205 GTI 10295 6 1905 123.5 7.7 27.8 Reliant Scimitar 1.8 Turbo 11425 6 1809 Turbo 128.2 6.8 24.9 Renault 5 GT Turbo 8780 5 1397 Turbo 124.3 7.4 27.2 3120 Subaru Coupe Turbo 12398 6 1781 Turbo 118.0 9.9 N/A Toyota Corolla GTi 10499 6 1587 116.7 9.0 29.3 Toyota MR2 12249 7 1587 121.8 8.0 28.2 Vauxhall Astra GTE 10610 6 1998 126.9 8.6 28.3 4360 Volkswagen Golf GTI 10435 6 1781 115.4 8.3 30.6 8730 Volkswagen Golf GTI 16V 12597 7 1781 16V 123.3 7.5 28.1 545 Volkswagen Jetta GTI 16V 12297 7 1781 16V 128.0 7.7 30.1 Volkswagen Scirocco GTX 11891 7 1781 116.7 9.4 30.4 Vo1vo 480 ES Coupe 12175 7 1721 113.5 9.9 27.2 CAR MAXIMUM SPEED 0-60 MPH 30-50 MPH 50-70 MPH E.R.A. MINI 110.0 7.5 9.0 8.0 MG METRO TURBO 111.3 9.4 11.2 11.3 RENAULT 5 GT TURBO 124.3 7.4 6.7 8.0 PEUGEOT 205 GTI 123.5 7.7 5.6 7.8 VOLKSWAGEN GOLF GTI 115.4 8.3 5.7 8.2 FORD FIESTA XR2 109.7 8.7 9.0 12.9 CITROEN AX GT 107.9 8.9 6.6 9.2 APPENDIX V E.R.A. MINI COSTING Direct cost ’ Mini -complete, ex Distributor 3700 Turbo Engine and Transmission 1150 Other AR components 250 Internal/External Styling,including labour and parts 1735 ERA Labour/non AR component parts 1520 ----- 8355 LESS Sale of new Mini parts not required (1000) NET DIRECT COST 7355 Dev. and Tooling amortisation 300 Product Liability Insurance 150 Warranty Reserve 250 Handbooks 25 P.R. and Advertising 150 Finance costs 50 Margin 750 ----- 9030 ===== BUILD ERA MINI PARTS LIST DESCRIPTION NO. PART NO. SOURCE Metro turbo engine gearbox unit 1 - Austin Rover Intercooler (Plenum) 1 CAM 6958 Austin Rover Metro Gasket 1 CAM 6964 Austin Rover Metro Bolt 2 BH 505241 Austin Rover Metro Washer 2 GHF 332 Austin Rover Metro Intercooler pipe 1 CAM 6953 Austin Rover Metro Gasket 1 CAM 6957 Austin Rover Metro Screw 2 SH 106201 Austin Rover Metro Stud 2 TD 106061 Austin Rover Metro Stud nut 2 GHF 212 Austin Rover Metro Washer 4 GHF 381 Austin Rover Metro Piston 1 TAM 1137 Austin Rover Metro Spring 1 CAM 6954 Austin Rover Metro Starter 1 ADU 9703 Austin Rover Mini Alternator 1 ADU 9188 Austin Rover Mini Cover front timing 1 CAM 4904 Austin Rover Mini Fan cooling mechanical 1 12G 2129 Austin Rover Mini Radiator 1 - Serck Marston Top radiator mount bracket 1 - ERA Manufacture Lower radiator mount bracket 1 CAM 4757 Austin Rover Mini Oil separator (Breather/bell housing) 1 12G 2619 Modify by ERA Cover clutch 1 AHU 1068 Austin Rover Mini Plate mounting clutch cyl. 1 DAM 5999 Austin Rover Mini Cyl. clutch operating 1 ADU 8873 Austin Rover Mini Lever clutch withdrawal 1 DAM 5355 Austin Rover Mini Screw clutch cyl. to plate 2 SH 606080 Austin Rover Mini Washer spring 4 WL 600060 Austin Rover Mini Piece distance 1 DAM 5462 Austin Rover Mini Screw plate to distance piece and cover 1 SH 604141 Austin Rover Mini Screw plate to flywheel housing 2 GHF 165 Austin Rover Mini Push rod 1 13H 396 Austin Rover Mini Pin clevis lever to push rod 1 CL2 518 Austin Rover Mini Oil filter housing (remote) 1 ERA Oil pressure take off adaptor 1 ERA Oil pipe adaptor -filter 1 ERA Oil pipe remote-cooler filter 1 ERA Oil pipe cooler-block 1 ERA Oil cooler 1 Serck Marston Oil cooler mount brackets 2 ERA Bolts cooler and bracket mounts 6 ERA Control boost electrical (ECU) 1 ADD 6165 Metro & ERA rework Control boost bracket 1 HAM 3867 Austin Rover Metro Valve (silencer) solenoid boost control 1 AUU 1045 Austin Rover Metro Cover valve rocker 1 CAM 6822 Metro & ERA rework Valve solenoid float chamber vent 1 AUD 1103 Austin Rover Metro Pipe carb -valve 1 JZV 1011 Austin Rover Metro Regulator pressure (fuel) 1 ADU 6754 Austin Rover Metro Bracket regulator 1 NAM 6470 Austin Rover Metro Screw bracket/body 2 AB 608051 Austin Rover Metro Washer plain 2 WA 104001 Austin Rover Metro Screw regulator/bracket 2 SH 106201 Austin Rover Metro Washer plain 2 GHK 300 Austin Rover Metro DESCRIPTION NO. PART NO. SOURCE Nuts 2 GHK 212 Austin Rover Metro Rod steady (tie bar/bulkhead) 1 21A 1109 Mini + 3/411 longer by ERA Exhaust system 1 - ERA (Metro front) Exhaust mounting brackets 3 - ERA Air intake filter 1 - K&N Air filter bracket and bolts 1 - ERA Breather pipe(rocker cover to valve) 1 - ERA Breather pipe (clutch oil separator -valve) 1 - ERA Breather pipe (valve to intake) 1 - ERA Servo feed pipe (steel) 1 - Austin Rover Metro /ERA Servo feed pipe (rubber) 1 - ERA Water pipe top hose 1 - ERA Water pipe feed to inlet manifold 1 - ERA Water pipe manifold to 'T' 1 - ERA T junction 2 - ERA KR31 (Ford) Water pipe T to heater control valve 1 - ERA Water pipe T to elbow 1 - ERA Off take elbow 1 - ERA Off take elbow gasket 1 GTG 101 Austin Rover Mini Heater control valve 1 39270-SB2 Honda -003 Water pipe heater control valve -heater 1 - ERA Pipe clips 14 - Jubilee Throttle cable 1 NAM 2978 Austin Rover Metro Choke cable clips 3 CZK 6491 Austin Rover Metro Cable speedometer 210 mm 1 GSD 402 Austin Rover Mini Fuel tank 1 ARP 1043 Mini + ERA rework Additional fuel pipe (engine -tank) 1 - ERA Fuel pump 1 CAC 4269A Austin Rover Metro Bracket carrier pump 1 NAM3924 Austin Rover Metro Screw pump to bracket 1 SH 108201 Austin Rover Metro Washer plain 1 GHF 301 Austin Rover Metro Nut 1 GHF 213 Austin Rover Metro Fuel filter (in line at pump) 1 GFE 7000 Austin Rover Metro Heater BMP 362 (brackets) 4 - ERA (remount) Thermostat 1 GTS 106 Austin Rover Mini Arm lower wishbone RH 1 21A 1879 Austin Rover Mini lengthened ERA Arm lower wishbone LH 1 21A 1981 Austin Rover Mini lengthened ERA Disc drive flange assembly RH 1 NAM 6010 Austin Rover Metro Disc drive flange assembly LH 1 NAM 6011 Austin Rover Metro Caliper assembly brake RH 1 BAU 5892 Austin Rover Metro Caliper assembly brake LH 1 BAU 5893 Austin Rover Metro Bolt caliper -swivel 4 BX 110071 Austin Rover Metro Washer spring 4 GHF 383 Austin Rover Metro Brake hose front 4 GBH 246 Austin Rover Metro Nut lock 4 FAM 3658 Austin Rover Metro Lock washer 4 GHF 373 Austin Rover Metro Valve pressure reducing 1 ADU 8408* Austin Rover Metro 3 way brake banjo (metric) 1 ADU 9562 Austin Rover Metro Cylinder wheel (rear brake) 2 GWC 1139 Austin Rover Metro Cover disc Top RH 1 21A 2613 Austin Rover Mini Cover disc Top LH 1 21A 2617 Austin Rover Mini Cover disc Bottom RH 1 21A 2614 Austin Rover Mini Cover disc Bottom LH 1 21A 2618 Austin Rover Mini Pipe 3 way to rear LH wheel 25" 1 37H 7147M Mini shortened at ERA * This may change after final brake evaluation tests with servo fitted. DESCRIPTION NO. PART NO. SOURCE Road wheels 13" x 6J 5 - Jack Knight Tyres Goodyear 165 x 60 x 13 5 - - Steering arm spacer assembly 2 - ERA (dowelled 10 mm thick) & 10 mm thick) Track rod ends 2 - Triumph Herald Bolts steering arm to swivel 4 - 3/8 UNF x HT 1 3/4" HT Shock absorber assembly front 2 - Spax Shock absorber assembly rear 2 - Spax Brake pipes with nuts etc:- Master cyl -3 way 1 ERA 3 way - front calipers 2 - ERA Master cyl -3 way 1 - ERA 3 way to front calipers 2 - ERA Strut front (aluminium) trumpet front 2 21A 530 Mini ERA -Reduced at ERA Strut rear (aluminium) trumpet rear 2 - Mini ERA -Reduced at ERA Gear change mounting 1 - Lower 1/2" ERA Steering column (lowering bracket)* 1 - ERA Bolts for column bracket 2 - ERA Remote operation bonnet catch and cable 1 - ERA Heat resistant bulkhead shield 1 ERA * Optional for driver Bulkhead modification (insertion of box) 1 - ERA Bulkhead inner travel kit silent 1 - ERA Engine rev limiter 1 - ERA Rear anti roll bar kit 1 - ERA Front wheel arch modifications 2 - ERA Front wheel arch stiffeners 2 - ERA Wheel retaining nuts 20 - ERA Modify rear brake back plate (redrill dowel) 2 - ERA MINI PARTS REMOVED DESCRIPTION PART NO. DISPOSAL Engine gearbox unit - (less parts listed) Radiator ARP 2000 Exhaust system GFX 154 Absorbers assembly shock front (2) GSA 388 Absorbers assembly shock rear (2) GSA 389 Socket ball assembly (track rod ends) (2) GSJ 100 Elbow water outlet (with valve) 12G 103 Gasket elbow/head GTG 101 Flange assembly driving (with disc) ( 2 ) 21 A 2695 Unit assembly brake caliper RH 37H 8128 Unit assembly brake caliper LH 37H 8129 Bolt caliper to swivel hub ( 4 ) 53K 1048 Bolt caliper -spring washer ( 4 ) GHF 333 Screw disc -drive flange (8) BTA 370 Hose brake front (2) GBH 249 Nut lock hose to sub frame RH (1) 21A 228 Nut lock hose to sub frame LH (1) 2K 8686 Washer lock (2) WE 600101 Valve pressure reducing (1) FAM T821 Bolt valve to dash member (1) BT 604161 Washer spring (1) GHF 331 Rear brake wheel cyl (2) GWC 1102 Pipe 3 way rear to LH wheel 25"(1) 37H 7147M Modify ERA & refit Connector banjo (3 way UNF) (1) 21A 654 Pipe RH front to LH front 110cm (1) BAD 2190MA Nut tube internal(2) TM 606031 Brake pipe pressure reducer195cm (1) 37H 7147M Connector tube BMK 2466A Connector -RH front 260 mm 37H 7174 Nut tube internal (1) JH 2249 Nut tube internal (1) BHA 5734 Road wheels 12 x 4 1/2J (5) - Tyres (various) (5) - Hub caps (5) - Wheel nuts (20) - Dowel hollow(steering arm-swivel)(4) ZA 4314 Screw (steering arm -swivel) (4) ZA 4315 Lock washer(steering arm -swivel)(4) 2K 5377 Front grill (1) - Front bumper (1) - Rear bumper (1) - Side trim RH (1) - Side trim LH (1) - METRO PARTS REMOVED (I.E. NOT USED ON BUILD OF MINI) DESCRIPTION PART NO. DISPOSAL Starter ADU 8064 - Alternator ADU 5630 - Cover front timing (with breather) CAM 4868 - Head filter (oil) 12A 2032 - Cover clutch AHU 1106 - Lower clutch withdrawal DAM 6192 -