Having built a full-on race car and a sleeper, Andreas

MASTER OF
ALL TRADES
Words Jeff Ruggles Photography Stefan Bau
Having built a full-on race car and
a sleeper, Andreas Schröter was
determined to make his latest
demo Mini tick all of the boxes.
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VTEC MINI
W
e can try to avoid the
subject as much as you
like, but compromise is a
traditional part of Mini
ownership. Over the
years we’ve seen Minis built for outright
speed, endurance and even for comfort, but
trying to combine all three is traditionally
an automotive case of robbing Peter to pay
Paul. If you really to want a Mini for every
occasion, it seems the only solution is to
own a yard full.
If you’re a Mini fan you’ll surely
appreciate and embrace such a scenario,
but it doesn’t have always be this way. Just
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VTEC MINI
As purchased: Andreas’ father bought the donor
car in 2008 as a 1275cc carburettor-fed Cooper.
ask 33-year-old German Andreas Schröter.
He’s the man behind a Mini that’s not only
luxuriously appointed and dependable, but
indecently fast too. So how does that work?
Powered by Honda
The answer centres around Honda’s
legendary VTEC engine. Now if experience
has told us anything, it’s that the venerable
old A-Series is capable of punching well
above its weight and then some. But to
generate serious power figures, you have to
spend serious money and really keep on
top of the upkeep. On the other hand,
Honda VTEC lumps can be good for
200bhp and will survive with only
The extensive ICE includes a Rainbow fourchannel amp housed in a leather boot build.
minimal maintenance. Little wonder it’s
such a popular engine transplant choice.
For Andreas, the combination between
Mini and Honda was a natural one. A Mini
was one of his first cars, and he started out
his automotive career working for a Honda
dealer. He subsequently set up GRacing in
2006, initially concentrating on Honda
tuning but also specialising in Mini VTEC
engine conversions. Located near Stuttgart,
the firm is now the exclusive European
dealer for US-based Honda transplant
specialist Mini Tec.
Previous demo vehicles have included a
full-race spec monster and a sleeper, but
the emphasis was different for this one.
The 210bhp VTEC motor is mounted in a custom
GRacing subframe from USA firm Mini Tec.
“With this conversion we wanted to create
a inconspicuous Mini Supersport car
equipped with almost all luxury features
possible,” explains Andreas.
The basis for the project was a 1992 Mini
Cooper. “My father bought it in 2008. It had
only covered 37,500km and was in nearperfect condition,” says Andreas. “It’s also
one of the last 1275 carburettor Coopers to
be sold in Germany.”
Nevertheless, the car still had a couple of
corrosion issues to sort when it was taken
off the road to begin the project. “All the
rust was removed and the body completely
restored, with only genuine panels used,”
says Andreas. “The shell was painted in
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Audi Ibis White. After that,
all cavities were treated
with Mike Sanders rust
prevention grease.”
One of the biggest
criticisms of many engine
transplants is the need to
extend the front end,
spoiling the Mini’s
proportions in the process.
However, we’ve seen
several VTECs squeezed into a standardlength roundnose in recent years, and
Andreas’ creation is no exception.
This isn’t just any old VTEC motor
though. For starters it’s a 1797cc unit rather
than the more common 1595cc, and a hot
one at that. Imported from Japan, it’s the
200bhp B18C used in the JDM-spec Honda
Integra Type R, giving a 10bhp advantage
over European offerings. It’s been poly
mounted in a GRacing subframe from Mini
Tec, with a custom alloy welded inlet
manifold, BMC Carbon Dynamic airbox
and a high-performance alloy radiator
carefully chosen to help it all fit in. There’s
also a pair of beefy hybrid driveshafts,
capable of handling up to 400bhp.
Otherwise the engine and transmission
are largely stock Honda fare, with the
exception of a competition clutch and the
lightest flywheel available. Combined with
a special final drive to suit the Mini’s smaller
wheels, the result is a response that Andreas
describes as “phenomenal.” There’s also an
extravagant custom 2.5-inch bore exhaust
system, which can be used to change the
car’s personality at the mere flick of a
switch. The rear section features two
massive silencers to keep the noise down,
but these can be bypassed with a straightthrough pipe for, as Andreas puts it, “pure
sound and horsepower.”
The exhaust is also fitted with a race
catalytic converter, meaning the Honda
motor is now good for a plentiful 210bhp at
8200rpm. It’s not all high-revving fireworks
though, as Andreas explains: “Just like the
stock Mini engine, the Honda engine is also
long stroke. This design and the VTEC
system is why this engine produces 111lb.ft
torque at only 1500rpm! Peak torque is
147lb.ft at 6500rpm.”
Such power means a rapid 0-60 time of
around five seconds on street tyres, and a
claimed quarter-mile time of 12.8 seconds.
Naturally, that means some pretty big
anchors are need needed to slow the car
down, and that exactly what it’s got.
Wilwood four-pot callipers have been
"We wanted to create a Mini
with almost all luxury
features possible...”
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VTEC MINI
teamed up with 9.5-inch vented and
grooved discs, and there’s a Wilwood
racing pedal box with adjustable bias too.
Suspension-wise it’s also been suitably
upgraded. The use of the Mini Tec subframe
means it’s somewhat unfamiliar up front,
with Rose-jointed lower wishbones,
adjustable upper arms and AVO alloy coilovers with Faulkner springs instead of the
usual rubber-sprung arrangement. Things
are more recognisable at the rear, however,
thanks to a standard subframe with
Adjusta Rides, adjustable camber/track
brackets and Gaz dampers.
The complete package
So it’s got the all the right bits, it’s
staggeringly quick, and – thanks to the
near-stock engine – it’s reliable too. But
there’s more. Unlike with the vast majority
of 200bhp Minis, Andreas isn’t going to get
tinnitus or backache after a long drive. The
interior may look sporty, but it’s crammed
full of luxury and gadgets at the same time.
Just open the door and the smell of leather
makes it clear that this is no ordinary build.
“All the leather is from my mother-inlaw,” Andreas explains. “She is the owner of
an exclusive tailor shop, and said if wanted
to build an exclusive car, I’d need to use the
best leather available. It’s 100 per cent
cowhide and naturally tanned. It’s
absolutely untypical to use in a car because
of the high price.”
A particularly striking feature of the
re-trimmed interior is its seats. “They are
from a Mazda MX5, mounted low down so
even tall people can find space inside,” says
Andreas. The rear seats have also been
‘plumped’ and trimmed to match, while the
dash rails and doorcards are leather too. In
front of the driver are several Autometer
gauges set in a custom carbon-fibre dash,
while the passenger has the pleasure of a
neatly trimmed glovebox with an oildamped, push-open lid. In here you’ll find a
12-volt power socket, USB connection and a
video-in port. Other gadgets include a dash
illumination kit, electric windows, remote
central locking, alarm and immobiliser,
wiper delay kit and even a chime for when
you’ve left the lights on. In addition, the
ignition key has been cut from an original
blank Honda item for that factory-built feel.
And as if that wasn’t enough for the
inside, there’s the impressive ICE install too.
The head unit is a Clarion double-DIN
multimedia station with DVD, touch
screen, navigation and iPhone controls.
Audio signals are feed to a Rainbow iPaul
amp, known for it’s crystal-clear quality,
which in turn powers a set of three-way
Rainbow components up front in custom
speaker builds. There’s another pair of
Rainbow speakers in the rear shelf, plus a JL
six-inch subwoofer under the seat for tight
bass. “The hi-fi system is one of the best on
the market,” explains Andreas. “Thanks to
excessive sound deadening mats and
insulation there are no vibrations or rattles,
only pure sound.”
Classy custom
"The leather is absolutely
untypical to use in a car..."
Outside, the car has been given a similarly
sporty but classy makeover. Mini mainstays
like the chrome bumpers and spot lights
remain, but they’ve been joined by several
modern touches. At the rear, for instance, is
a new VW Beetle reversing lamp, which has
been frenched-in to the rear valence and
fitted with a red bulb to create a stealthy fog
light. The white paint has also been given a
contemporary twist with carbon-effect
vinyl wrap, cleverly used to create a neat
visa-versa stripe effect on the roof and
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FINISHED SPEC
BODY 1992 Mini Cooper, completely restored and rust
proofed, battery box removed to clear exhaust, VW new
Beetle rear fog lamp, air vents in bonnet and front panel,
Lamm arches and sideskirts, Monza fuel cap, two spotlights, stainless steel wipers washer jets and blanking
holes, chrome numberplate light, clear rear lenses,
custom GRacing badge. Paint: Audi Ibis White with
carbon vinyl wrap detailing.
ENGINE Honda B18C 1797cc Type R VTEC engine
imported from Japan, custom GRacing subframe from
Mini Tec, poly mounts, BMC Carbon Dynamic airbox,
alloy welded inlet manifold, hybrid driveshafts, custom
2.5-inch exhaust system with race cat converter and
dual rear silencers with bypass system, Performance
Alloy radiator and fan, engine bay LED lighting.
TRANSMISSION Honda Integra Type R S80 five speed,
Torsen LSD and special final drive, Fidanza lightweight
bonnet. The mirrors have come in for the
wrap treatment too, as have the beefy
Lamm arches and sideskirts.
From the outside, it’s clearly no standard
Mini, but it still has that inconspicuous
look that Andreas wanted. Besides, the
only real giveaway to the VTEC conversion
is the Type R badge on the bootlid.
Fully approved
The build was completed in under six
months, just in time for the IMM in
Hungary. Proceedings were trouble-free
throughout, although the initial start up
flywheel, competition-spec clutch plate.
SUSPENSION Double-wishbone suspension with fullyadjustable upper suspension arms, ultra-strong rod
ends. Front: Adjustable AVO twin-tube alloy coil-overs
with Faulkner springs. Rear: Standard Mini subframe
with poly bush kit, Adjusta rides, rubber springs, camber
and tracking kit, Gaz dampers.
BRAKES Wilwood four-pot calipers, 9.5-inch vented
cross-drilled and slotted discs, high-performance pads,
steel-braided brake hoses, Wilwood aluminium racing
pedal kit with master cylinders and balance bar, Superfin
alloy drums at rear.
WHEELS/TYRES 7x13-inch five-spoke Revolution RFX
alloys powdercoated in matt black, Continental
195/45x13 tyres.
had Andreas flummoxed. “The engine
cranked but there was no firing at all. The
reason? I forgot to plug in the ECU!”
Then came the task of getting the car
road legal. Plans for conversions like this in
the UK are often shelved due to concerns
surrounding the BIVA test, but it’s even
harder in Germany. Getting any Mini to
meet strict TÜV regulations is tricky, but
it’s even harder when you’ve got a Honda
engine transplant to deal with. However,
Andreas has it covered: “Since 2006 we’ve
worked hard to get all our builds TÜV
approved,” he says. “Therefore we’ve spent
INTERIOR Mazda MX5 seats re-trimmed in leather with
red two-thread seam, seat and embroidered GRacing
logos, rear seats plumped and timed to match, leather
dash rails and doorcards, Raid suede steering wheel and
gear knob, carbon handles, custom carbon style dash
with Autometer gauges, exhaust bypass switch, oildamped glovebox with LED light, 12-volt power outlet,
wiper delay kit, dash illumination kit, lights-on chime,
electric power window, central locking, keyless entry,
car alarm and immobiliser.
ICE Clarion VX401E double-DIN DVD touch head unit,
navigation system, Rainbow iPaul 4.300 four-channel
amp, custom fibreglass door builds with three-way
Rainbow components running passively, two-way
Rainbow speakers in rear shelf pods, JL Audio W3 sixinch subwoofer under the rear seat, custom boot liner
kit in leather.
a lot of time and money to get the required
certifications. At the moment we are in the
midway through getting our Minis also
street legal in Switzerland, which will also
cover Austria, Italy and more.”
Andreas has since used this car for his
wedding – apparently breaking the dual
horn from excessive use in process – while
future plans include fitting power steering.
However, it’s likely to be sold next year to
make space for the next GRacing
demonstrator. Interested? It won’t come
cheap, but could well be the only Mini
you’ll ever need...
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