Petrol query...

Gene_Hunt_2

bigjl wrote: »

Mmm, well with comments like these it is no wonder the country is in a mess.

Yeah comments like yours.

You think Rovers were good, they were not even fit for banger racing.:rotfl:

bigjl

hubert_cumberdale wrote: »

the head gasket is nothing to do with the mechanics they just blow all the time

thats why the m25 is always scattered with steaming rovers

The Rover K-series isn't an easy engine to work on, it needs knowledge and skill, for example have you ever seen how long the head bolts are? They are that long because they don't wind into the block as such, but go right the way through, I have looked at an exploded diagram of a K series the later engine still has wet liners, but an open block design, the early closed block design wasn't as problematic.

Found this on wikipedia after a Google to help explain what I mean.

Head gasket problems
The K-Series engine has gained a reputation for head gasket trouble. This is due to a range of problems including build tolerances, reduced block face stiffness, casting quality and material and cooling system layout. A number of changes were made over the years to improve the condition.
Amongst the first of the changes was the introduction of steel head locating dowels. Early versions of the K Series engine had steel dowels, but these were loose fitting and used as an assembly aid. Plastic dowels were then introduced to prevent head face damage on the assembly line and also as a cost saving. This engine had wet liners and a solid block top deck and was not known for being prone to gasket failure. The plastic dowels were carried forward to the redesigned K series which was then available in 1600 and 1800 capacities by using damp liners and an open block design. However, it became apparent that this engine had an issue with head gasket failure which was partly due to lack of stiffness in the head/block interface. To help reduce this shuffling, steel dowels were reintroduced, but with a tight fit to fix the head securely to the block face. This reduced one mode of head gasket failure caused by movement between the block and head faces, but was only partly successful because the dowels only helped in their local areas. The gasket itself was also subject to minor improvements to the sealing bead design over the years.
During its later years, the cooling system of some models was also modified by the introduction of a PRT (pressure release thermostat). This allowed increased coolant flow at high engine loads even before high temperatures were reached and reduced the thermal shock the engine saw when a conventional thermostat was first opened. This thermal shock would cause differential expansion across the gasket face causing relative movement between head and block.
A new design of head gasket has been available for several years from Land Rover which can be retro-fitted to all K-Series engines. This is of the MLS (multi layer steel) design. This has now been superseded by a new MLS design that is used in conjunction with higher tensile head bolts and strengthened oil rail (into which the bolts are screwed). A modified tightening method is also used with the new bolts. The effectiveness is yet to be proved.
Destined to be introduced with the Euro IV emissions compliant engine in late 2005 was the MLS gasket and strengthened oil rail. The aim of the latter is to improve engine rigidity. But this was never introduced by MG Rover Group as the company had gone bankrupt by the time of the planned launch.
The N-Series engine (basically the aforementioned Euro IV-compliant K-Series) in the MG TF relaunched by Nanjing Automotive in September 2008, has these modifications as standard.





I have two Freelanders in Ghana, (mk 1) they are easy to convert to LHD and when fitted with the new engineered fix from the Rover engineers now working for the Chinese, they have no probems with head gaskets.



And can anybody really say that any other petrol engine that was around when the K series was designed was as revvy and enjoyable to drive, well they can if they are as uninnformed as some of the posters on here who are really little more than "keyboard warriers" that think a forum is to be used to try and wind people up and post nonsence.

Inactive

bigjl wrote: »

The Rover K-series isn't an easy engine to work on, it needs knowledge and skill, for example have you ever seen how long the head bolts are? They are that long because they don't wind into the block as such, but go right the way through, I have looked at an exploded diagram of a K series the later engine still has wet liners, but an open block design, the early closed block design wasn't as problematic.

Face facts, it is/was a bloody disaster.

10JH

bigjl wrote: »

The problem with the british car indistry was lack of investment, after all it was the British that started the German car industry, not the Germans, and with sensible investment and public support look where it is now.

And huge labour prices, annoying unions and a lack of innovation

Inactive

bigjl wrote: »

And can anybody really say that any other petrol engine that was around when the K series was designed was as revvy and enjoyable to drive, well they can if they are as uninnformed as some of the posters on here who are really little more than "keyboard warriers" that think a forum is to be used to try and wind people up and post nonsence.

Might that be because they disagree with your viewpoint.??

Or because possibly they make more sense than you.

Gene_Hunt_2

bigjl wrote: »

The Rover K-series isn't an easy engine to work on, it needs knowledge and skill.

Something that was lacking at Rover.

Gene_Hunt_2

10JH wrote: »

And huge labour prices, annoying unions and a lack of innovation

and 5h1te cars.

hubert_cumberdale

no words needed
but that was out before the k series and was miles better and still goes strong now

bigjl

Gene_Hunt wrote: »

Yeah comments like yours.

You think Rovers were good, they were not even fit for banger racing.:rotfl:

Not really listening to you now, why not run along, you are boring me now. None of your posts seem to be either constructive or relevant to anything.

You are the worst type of opinionated keyboard warrier, the one with little knowledge or experience of his own but just enjoys slagging things and people off as they have nothing constructive or intelligent to say. In other words you are opinionated in a situation were your opinion is pretty much irrelevant.

So you become beligerant and insulting.

bigjl

Yeah a picture of an Opel engine is relevant, though as they had the financial backing of the huge GM company then obviously they benefitted from better investment.

You are aware that that engine had problems worse than head gasket failure. Bottom end was strong from memory, but does illustrate perfectly that all engines can have problems, even when developed with the back up of huge American corporations.

Bored of this thread now, I will leave it to the children I think.