what's the deal with "head gaskets"

nickcc

mattyprice4004 wrote: »

In response to previous posts, it is worthy of note of course that the K series engines did go through several 'phases', with differing levels of success regarding long-term reliability.

First of all, engine size. Throughout it's life the K was available in a few different sizes - 1.1, 1.4, 1.6 and 1.8.
HGF rates tend to increase as engine capacity does - higher heat load and forces within the engine put more strain on the gasket.

Secondly, Rover did make a few adjustments to 'fix' the issue. None worked 100%, however with all the 'fixes' to date you'll have a pretty solid engine.
- Move to metal dowels to reduce head shuffle
- Improvement of manufacturing tolerances on later engines
- Fitting of a low coolant alarm on certain models
There were also a few other adjustments made.

Finally, Land Rover made some pretty drastic changes to the engine (after Rover went under):
- A new Multi Layer Steel head gasket
- A strengthened oil rail
- A pressure release thermostat, to reduce thermal shock

Owning a later K series (post-2000) is about as easy as any other car, especially if the above parts have been fitted.

Perhaps you should look at the postings on all of the LR forums. The amount of K series owners, whether the 1.8 or the V 6 series engines, with HG failure would astound you. Many owners have tried the supplementary electric water pumps with the modified stat but have still suffered gasket failure. Lets be honest and state that this is really a crap engine, no other company could continue to be viable after producing this load of rubbish, hang on though didn't rover go bust. I also owned a rover 75 with the 1.8 k series engine and even after all the recommended mods the gasket still blew after 10,000 miles and cost me just over £600 for a new gasket and head skim.

TrickyWicky

mattyprice4004 wrote: »

HGF rates tend to increase as engine capacity does - higher heat load and forces within the engine put more strain on the gasket.

Rubbish. If thats the case why does the volvo 850 with a 2.4L engine not suffer from HG failure more frequently then?

I've known HG failure to happen on a lot of smaller cars (with smaller weaker gaskets) but on larger engines (with larger and stronger gaskets) it I've never heard of it being such a problem.

Sure it does happen on larger engines but not as much as it does the smaller ones IMO.

Weird_Nev

Out here in Australia where men are men and cars last 500,000 km, it's not unusual for cars to have "mid life" head gasket changes at around 10 years/300,000 kms. Because cars cost so much more people are willing to spend money on keeping them good, or repairing them.

A head gasket failure will write off a small decade old hatch in the UK, out here people will happily fix it or source a new engine to keep the car on the road.

TrickyWicky wrote: »

Rubbish. If thats the case why does the volvo 850 with a 2.4L engine not suffer from HG failure more frequently then?

He was talking specifically about the K series Rover engine. Read then comment.

mattyprice4004

TrickyWicky wrote: »

Rubbish. If thats the case why does the volvo 850 with a 2.4L engine not suffer from HG failure more frequently then?

I've known HG failure to happen on a lot of smaller cars (with smaller weaker gaskets) but on larger engines (with larger and stronger gaskets) it I've never heard of it being such a problem.

Sure it does happen on larger engines but not as much as it does the smaller ones IMO.

Take my post back into context, and not the misquote you've provided:

First of all, engine size. Throughout it's life the K was available in a few different sizes - 1.1, 1.4, 1.6 and 1.8.
HGF rates tend to increase as engine capacity does - higher heat load and forces within the engine put more strain on the gasket.

And it becomes very obvious I was only talking about the failure rate of the K series - size of the engine in general has no bearing on HG failure rates, otherwise the hard shoulders of motorways would be strewn with overheating lorries.

I'm a member of all the LR forums, and yes the early 1.8 as in the Freelander does have a lot of failures.

The later K wasn't that bad - the 1.4 and 1.6 were pretty solid.

I've owned 5 and had 1 failure - from doing a track day with no coolant after a water pump failure.

TrickyWicky

mattyprice4004 wrote: »

Take my post back into context, and not the misquote you've provided:


And it becomes very obvious I was only talking about the failure rate of the K series - size of the engine in general has no bearing on HG failure rates, otherwise the hard shoulders of motorways would be strewn with overheating lorries.

I'm a member of all the LR forums, and yes the early 1.8 as in the Freelander does have a lot of failures.

The later K wasn't that bad - the 1.4 and 1.6 were pretty solid.

I've owned 5 and had 1 failure - from doing a track day with no coolant after a water pump failure.

Apologies, I see what you mean now

nickcc

mattyprice4004 wrote: »

Take my post back into context, and not the misquote you've provided:


And it becomes very obvious I was only talking about the failure rate of the K series - size of the engine in general has no bearing on HG failure rates, otherwise the hard shoulders of motorways would be strewn with overheating lorries.

I'm a member of all the LR forums, and yes the early 1.8 as in the Freelander does have a lot of failures.

The later K wasn't that bad - the 1.4 and 1.6 were pretty solid.

I've owned 5 and had 1 failure - from doing a track day with no coolant after a water pump failure.

That's why I bought the TD4.:)

sabretoothtigger

worried_jim wrote: »

My Rover 214 HG went. £350 repair back in 1997, never drove the same after and offloaded the car part ex for a Celica. Wouldn't touch a K series engine again with a barge pole.

Foxy-Stoat wrote: »

Its the Rover engine thing with them...I had a 216 (old shaped one) with the honda engine in my early years and commonly bounced of the rev limiter in most gears for a few years, never missed a beat.

Yes a tale of two cities. Strange that Rover and Honda were once partially merged company, D series is bullet proof and the K series was really a racing engine or to most people a chocolate teapot.
Its a bit late now but buying a D16 was very cheap because of this, I still have one but not on the road (hoping to get it on classic car insurance, its that old!).
Engine codes are listed on the V5