The mounting blocks are to be fixed at each end of the bar under the front of the subframe where there is a double thickness of metal close to the forward tie-bar brackets. Loosely assemble the blocks to the bar, one positioned between the locating rings - offer the bar up to the lower front edge of...

Mini Spares has now further improved it's quality one-piece, forged, adjustable, bottom front suspension arm, to be on-car adjustable and accept all types of non-rod-end (Rose joint) bushings, by including a purpose-forged trunnion.

To enable full experimentation in this area, the MS73 kit has been developed to allow accurate adjustment of rear wheel camber AND track. Adjustment of rear track can greatly influence the handling characteristics of the Mini.

Instructions for installing the adjustable ride height option on the classic Mini Cooper are easy to follow. From the experts at Mini Mania

Remove rear wheels and brake drums. Replace rear-most brake back plate holding bolt with the 3"x5/16" UNF cap head bolt provided. Slide on spacer tube, then

This kit is suitable for all hydrolastic Mini’s. It can be fitted onto dry suspension cars to give improved handling characteristics during motor sport events, provided the rear radius arms are changed to accommodate them.

These are a direct replacement for the standard bottom arms and will add 1½° of negative camber to whatever the car has as standard - quoted by the manufacturers as being 1° positive, + 1°. If the car has 1° positive, fitting the negative camber arms will give ½° camber. Measuring what the car has with standard arms will help determine what camber setting will be achieved by using C-AJJ3364. Negative camber helps reduce under steer, therefore improving the cars cornering performance.

These rods have been produced to improve car stability when cornering and braking, and facilitate easy adjustment of castor angle. Manufactured from a high grade material in a much bigger diameter, they are less susceptible to bending than the standard items. The standard castor angle is 3° + ½°. This will change when the car is raised or lowered, and when adjustable or negative camber bottom arms are used (these tend to increase castor).

Ball Joints, Bushings-Suspension, Hydrolastic, Performance- Suspension, Shock Absorbers and More

Use this handy troubleshooting guide to assess problems with your classic mini. Bad starting, fuel system, steering, suspension & transmission.

These rods have been produced to improve car stability when cornering and braking and to facilitate easy adjustment of caster angle. Manufactured from a high-grade material in a much larger diameter than the standard items they are far less susceptible to bending - both in use and where poor workshop practice is observed. The most common fault here is jacking the car up with a trolley jack sitting the cup up against the forward tie-rod mounting bracket on the front subframe. As the wheel droops, the tie-rod becomes bound hard up against the jack cup, the sheer force of the un-loading rubber spring causing the insubstantial standard tie-rod to bend. This effectively shortens the tie-rod, therefore increasing caster angle.

The Mini has consistently more than proven its capability in competition with very limited and cost-effective modifications based on the standard equipment fitted.

The data on this page relates to all Minis unless specified. Major changes to suspension and steering are limited to the introduction of a new steering rack and steering arms for Mk2-on models. Mk2 steering arms have two `ears' to aid in the use of ball joint splitters; this is how they may be differentiated from Mk1 steering arms.

A car has "neutral" steering when while turning in tight circle at moderate speed the car will complete the circle at approximately the same position across the diameter of the circle. A car has "understeer" when turning on the same tight circle at the same moderate speed the diameter of the circle is increased because of the front wheels "pushing" out!

This kit has been designed specifically for road use with the view to limited tarmac competition events. If used for “off-road” purposes, strengthening modifications will need to be made, as failure may be a possibility. All wheels and tire combinations fitted to the vehicle should be inspected as it is essential that there is enough clearance between the wheel . tire and suspension units. Very minor adjustments using wheel spacers may be required otherwise.

British Motor Heritage has added two more major components to its growing list of Mini classic parts - front and rear subframe assemblies for the MkIV Mini.

The rear suspension was even simpler than the front, as there are no half shafts to deal with.

This is one of those subjects viewed as a ‘black art’, largely because of lack of understanding and confusion. The confusion part is because folk encompass the whole suspension set-up deal with suspension arrangement and design, lack of understanding instilling terror at the thought of ‘fiddling’ with the suspension components.

Frequently Asked Questions How do I adjust my rear telescopic dampers? There is a knob or a screwdriver adjustment at the bottom of each damper. If you turn the adjuster fully anticlockwise it will be on the lowest setting, then turn the adjuster clockwise - On our newer dampers there will be 28 points of adjustment and on our older dampers 14. You need to count the clicks, as once the maximum damping has been reached, the adjuster will keep turning. Always adjust both dampers an equal number of clicks.

The principle behind a sway bar is to achieve a ‘balance’ to the car, front to rear, such that when we turn at our chosen speed we can maintain control of the car. As a Mini Cooper will naturally understeer in order to get closer to a balance, we either have to decrease the understeer or INCREASE oversteer.

CASTOR/CAMBER GAUGE INSTRUCTIONS For all intents and purposes, this gauge can be considered a finely graduated plumb line - as that is exactly what it is! Before proceeding with any measuring for each factor, make sure the vehicle is on reasonably level ground without any wheel being in.

The steady decline of readily available hydrolastic displacer units has prompted an escalation in the number of folk asking how to go about swopping from hydrolastic (‘wet’)

A surprising number of racers still avoid dealing with them, as with geometry in general they're seen as another 'black art'. Not at all alleviated by the sight of the well-to-do single seater teams producing computer controlled, highly accurate scales to make last minute corner weight adjustments or slipping wafer-thin shims in between steering arms and hubs.

This bar has been developed to complement those road cars fitted with post 1990 rubber springs. Being the softest compound yet used on the Mini in an attempt to improve comfort, they allow more body roll, thus compromising

See what the experts do for their Mini Suspension Projects on our How To Video Classic Mini Suspension Page.

VIDEO: How-To: Classic Mini Front Subframe Assembly Part 2

VIDEO: How-To: Classic Mini Front Subframe Assembly Part 1

VIDEO: How-To Upgrade to a High/Low Suspension in your Classic Mini No2

VIDEO: How-To Upgrade to a High/Low Suspension in your Classic Mini No1

Technical lowdown on Classic Mini dampers (shock absorbers), what to look for and what to buy. Stock version & fully adjustable race shocks are better bought with understanding the technical background.

C-AJJ4009 Fixed Rear Anti-Roll Bar Fitting Instructions

Following the various articles I've done on suspension modifications and vehicle lowering, the most often asked question is 'do I need shortened dampers?'. It all depends on what the car ride height was before lowering took place.

During 1997 I penned (typed) a number of articles encompassing suspension and brake modifications carried out by you innumerable and fanatical Mini owners. Throughout those discourses, I frequently alluded to the necessity of damper changes to maintain the status quo of the Mini's formidable 'handling'.

With questions about replacing or updating the suspension springs or cones, it seems appropriate to have a quick look at all the options available for most Austin Minis and Classic Minis, from Mini Coil Spring Conversion Kits to Coil-Over Suspension Kits and Mini Rubber Cone Suspension Options.

Time to assemble our front subframe.

Rehabbing Subframes and Suspension

Powdercoating the Suspension

Rebuilding the Hydrolastic Displacers

SPAX has been making suspension for the past 50 years, we are one of the best known manufacturers in the world. Named after a Somerset village called Spaxton and was the first company to produce on-car adjustable dampers.

This step by step outline will allow you to change the ride height of each corner of your Classic Mini Cooper. Improved handling and looks. Simply ask the experts at Mini Mania

Understanding the effects of changing to wider wheels and it's impact on King Pin Inclination is the objective of this article for the classic Mini Cooper.

Despite the five main factors that control the front suspension geometry – kingpin inclination, caster angle, camber angle, track, and bump-steer – we are only really able to alter three of those easily. King-pin inclination is non-adjustable, as it’s a feature of where the swivel-pins are mounted on the hub at the factory.