Which Engine?
The K-Series engine is fitted to a wide range of Rover cars, including the 100, 200, 400 and 600 series. The largest sized K-Series engine, the 1.8, is also fitted to the MG-F roadster. The MG-F is available with two engine options, the 118bhp 1.8i and the 145bhp 1.8v.v.c (variable valve control). Of course, we wanted a v.v.c!

The first problem came in actually finding a vvc engine for sale. The MG-F is a fairly new car and are not normally written off. Owners tend to get them rebuilt rather than scrap them after an accident. The vvc-powered MG-F even more so. So, when we found an MG-F that had gone under the back of a truck, we took what we could get which was a low-mileage (11,000 miles) 1.8i. Fortunately (for us!) the engine in the MG-F is mid-mounted, so the engine bay was completely untouched in the accident. I've got no idea what happened to the driver, and I don't think I want to know either. We bought the engine, including all electronics, injection and wiring loom for £1410 including good ol' VAT.

As it turns out, although the 1.8i engine produces less power than the 1.8vvc, it is has more potential due to the lack of variable valve control. The 1.8vvc engine has more electronics to control the valve timing and fiddling with the engine only serves to confuse the engine management system. This means expensive development work on the EMS to handle the modifications. The 1.8i engine is far more easily tuned for much less money. A comment from an MG-F racing driver also indicates that the 1.8i is not that far behind the 1.8vvc on the track, even given the power difference. There's probably a bit of driver skill involved here but when it comes down to it we're talking about the difference between LOTS of power and LOTS plus a little bit. And remember, it's going into a Minor after all.

So, happy with the purchase of our engine, we now have to source the bits to turn the engine around from its transverse mounting into good old inline rear wheel drive.
 

Gearbox, Clutch and Flywheel
The Ford Sierra 5-speed gearbox is a good solid unit and has already been used behind a K-Series by the likes of Caterham Cars to shift the cogs in their awesome Seven. So a bellhousing to mate the K-Series engine to the Sierra box is readily available, in the UK at least, and of course, the JLH kit comes with the appropriate bellhousing for your choice of engine size. For non-UK modifiers, check with your local kit-car manufacturer for someone who does K-Series inline conversions.

The 1.4 engine's flywheel is used for both the 1.4 and the 1.8 due to being mated to the Sierra box. For the 1.8 engine the flywheel must be modified with new ring gear because the starter motor is swapped to the other side of the engine. The clutch to use is the one for the 1.4, but for use with the 1.8 engine it should be a competition-spec (organic) version - 1200lb instead of 400lb.

The gearbox to use is the Ford Sierra 5-speed unit for both the 1.4 and the 1.8 engine, although it's recommended that the V6-spec 'box be used for the 1.8. This is simply because the V6 box has a longer first gear.
 

Disc Brakes and Wheels
On the front we'll be using an adaptor kit supplied by JLH that allows us to use Ford Sierra vented disc brakes. The kit is made so that we can select whichever stud pattern we like when buying it, but we'll be sticking with Ford. We considered keeping the standard Minor stud pattern, but this would mean having to get rims specially widened to take 185 - 205 tires. The laws for modifying cars in New Zealand are very strict, and I just know that widened rims will be seriously frowned upon when we take the car back there. To try and avoid future problems we'll stick to standard steel rims simply modified to accept the Minor hubcaps. At this point we envisage 195x15/60 series tyres on the rear with 175x15/65 tyres on the front.

On the rear we'll be using a Ford Escort MkII axle fitted with Ford Fiesta discs and Audi calipers. The original plan was to use Ford Sierra calipers but because of their popularity for use on racecars they are becoming increasingly hard to find. Escorts, Fiestas and Audis are all fairly common in the UK and in New Zealand, so parts should not be a problem.

Suspension
JLH do a coil-over shock kit for the front suspension. This kit includes a custom bottom arm that takes the shock and coil mountings and is also fully adjustable. Another benefit is that it spreads the suspension load over two points on the chassis instead of through the single eye-bolt through the chassis leg. A steel plate that is welded onto the inner guard to take the upper mountings of the spring and the inner guard is gussetted for extra strength.