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24th August 2017, 21:49 | #1 |
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Rover 75 1.8 Club Tourer, Rover 25 & MG ZR Join Date: Jun 2017
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1.8 K Series Cylinder head
I suspect that the head gasket is failing on my 1.8 75 Tourer as its slowly starting to use more water about a pint a day and the oil appears to be using more oil than normal. I cant see any sign of oil mix or blue smoke but i cannot find where the water is going as there is no visible sign of leakage.
With this i have concluded the head gasket is on its way out. What i need to know is if the head is interchangable with a 1.4 K series as i have a spare 1.4 head that has only done 43k which i was going to fit on my ZR. If anything its just to keep the 75 on the road longer as i can have the spare head skimmed before taking the car off the road for the repair. Any advise would be greatly received |
25th August 2017, 10:04 | #2 |
I really should get out more.......
Rover 75 connoisseur se v6 auto Join Date: May 2014
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Re HG failure - as you already have serious coolant loss , and MG John's sound advice re the w/pump aside, - I would try the T-Cut test (as i call it) - after a good journey - say 10 miles at speed - next morning unscrew the coolant tank cap - if there is an audible hiss you have pressure in a cold system - a classic sign of HG failure with exhaust gases in your coolant system. If not then your HG integrity may be ok.
Best of luck
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25th August 2017, 13:29 | #3 |
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Apart from HG fire ring failure, the 1.8 is prone to leakage between an oil channel and the coolant jacket. This isn't HGF in the classic sense, but is just as terminal. A pint a day coolant loss will be raising the sump oil level without necessarily causing emulsification/mayo. At this time of year, it's also less likely to be seen under the oil filler cap. The oil may well look typically dark brown, but will turn black and viscous as the glycol 'reacts' with the oil.
TC |
25th August 2017, 17:24 | #4 |
Posted a thing or two
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Be careful with the assumption that all non vvc 16v heads are all the same - early ones had smaller ports, later ones had larger ports, and later ones still had different timing belt arrangements (and no distributor). Someone will have the dates, but from memory, up to '92, up to '00, and post '00. I think they're labelled according to mems type?
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26th August 2017, 09:21 | #5 | |
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as said some of the early heads had smaller ports. 31mm i think these were the 1400cc heads. also there will be a difference with timing belt (manual and auto) tensioners here is a list of casing numbers taken from dvapower which could be usefull identifying the heads. LDF 10091 31mm 1.4 K low port LDF 10233 34mm 1.6/1.8K high port LDF 10239 34mm 1.6/1.8K high port LDF 106350 34mm 1.6/1.8K high port LDF 105460 36mm VVC LDF 106970 36mm VVC LDF 10290 36mm VHPD
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26th August 2017, 22:53 | #6 |
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Rover 75 1.8 Club Tourer, Rover 25 & MG ZR Join Date: Jun 2017
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Thanks for the replies.
I know its not the water pump as this was changed when i purchased the car along with a cambelt kit and a full service, which is something i always have done as normally second hand cars don't usually come with any info regarding the last belt change and its better to be safe than sorry. I changed the oil for fully synthetic on Friday evening as one of the lifters kept ticking and there was definitely no water in it so it becomes even more confusing. The oil change sorted out the lifter issue. The car did have a leak from the inlet manifold seal when i purchased it which i have already changed for an uprated one from the local Land Rover dealer. The only suspect thing i can find is that the car has an external thermostat fitted on it by the last owner, the T piece has a take off which probably should be a return to the expansion tank which has a pipe with a bolt stuck in. Typical bodgery at its best. The spare cylinder head is from a 2000 1.4 Rover 25, I haven't had chance to check the casting as i've been busy spraying my 25 today I have seen a Combustion leak test kit for sale, has anybody had any experience with then as that may be the next port of call. |
26th August 2017, 23:47 | #7 |
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why spend days doing runs checks this that and the other, its us capute, get the head off renew everything you can water pump belt tensioners, skim the head I used a metal shim mainly to stop the liners battering the head or give it a bit protection, worked ok so far, 1400 head will fit, shows how much thought went into these engines
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27th August 2017, 12:38 | #8 |
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27th August 2017, 13:03 | #9 | |||
Doesn't do things by halves
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Nick, have you done the demist test to check that your radiator fan is working properly? If it isn't you will lose coolant and be completely unaware from the driving seat. Simon
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28th August 2017, 10:05 | #10 | ||
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EDIT: Ah, yes the turbocharger coolant feed. Most PRT kits seen on the market recently were designed for the turbo engine, so perhaps this was 'adapted' for the NA using a bung (bolt). That little pig's tail hose he bunged up is the most expensive part at £50 a go! Rimmer: https://www.rimmerbros.co.uk/Item--i-PEH000510 TC Last edited by T-Cut; 28th August 2017 at 10:15.. |
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