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NZ Performance Car - - 1974 Morris Mini -

EN­GINE: Honda K24A, 2400cc, four cylin­der BLOCK: Fac­tory HEAD: K24A RBB head, Buddy Club TI re­tainer/springs, SVM camshafts IN­TAKE: RBC man­i­fold, S90 70mm throt­tle body EX­HAUST: 4-into-1 head­ers, 2.5-inch stain­less sys­tem, looped muf­flers FUEL: ID1000 in­jec­tors, Bosch 044, AEM FPR, K-Tuned fuel rail, cus­tom fuel cell IG­NI­TION: Fac­tory ECU: AEM Se­ries 2 COOL­ING: SW20 al­loy ra­di­a­tor EX­TRA: Cus­tom oil catch can, breather tank

We live in a wild time, a time when lines are blurred more than ever be­fore, when a mo­tor­ing icon can be rede­fined, re­ju­ve­nated, and reimag­ined by just a few clicks of a but­ton on a key­board. Then, thanks to the won­ders of mod­ern lo­gis­tics, a few weeks later, boxes of wiz­ardry will ap­pear on your doorstep, all ar­riv­ing from the far cor­ners of the globe to trans­form your 1974 Mor­ris Mini into a 4WD mon­ster. This sim­ple process was enough to con­vince Jtune staffer Peter Wu not to pur­chase the Viper he’d ini­tially wanted, but in­stead to build some­thing quite lit­er­ally out of the box.

“Any­one can have a Viper, but no one here has a 4WD K24pow­ered Mini,” he ex­plained.

Al­though his de­ci­sion might seem a lit­tle off to most, when you con­sider that the MTK kit trans­forms the hum­ble Mini into some­thing that would hold its own against the Amer­i­can supercar, you can definitely see Peter’s side of the ar­gu­ment.

The MTK kit is avail­able in both FWD and 4WD ver­sions, and Peter went straight in the deep end and or­dered both the front and rear tubu­lar sub­frames, which re­place the 1970s sus­pen­sion — ba­si­cally, rub­ber bump stops and shocks — with ad­justable tubu­lar A-arms, QA1 coilovers, and a fully ad­justable rear end based on an MX-5. It’s ef­fec­tively a 4WD Honda CR-V shoe­horned into the frame of a Mini, with the ad­justa­bil­ity to ri­val any track car.

If you have ever ped­alled a Mini, you will understand the po­tency such a com­bi­na­tion prom­ises. Add to that the ca­pac­ity in­crease from 1000 to 2400cc, and things really start to get in­ter­est­ing.

But the sup­posed easy in­stal­la­tion of this bolt-in kit wasn’t all smooth sail­ing— the en­gine mounts didn’t seem to work. Peter

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