Timewarp Rover 214 SEI
Discussion
For those interested in these old Rovers- a YouTube search of ‘416GTi B18C’ brings up some interesting results.
An integra r motor such as mine into an R8 makes for quite a sleeper it seems !!!!
The old D16A9 twin cams (pre cat) were pokey enough. They were rated at 130bhp- but felt stronger
An integra r motor such as mine into an R8 makes for quite a sleeper it seems !!!!
The old D16A9 twin cams (pre cat) were pokey enough. They were rated at 130bhp- but felt stronger
This car is almost certainly on its original head gasket-there’s nothing in the history about it being changed, it doesn’t wear a MLS gasket (no tell tale black tab at the front corner under the coolant elbow) and it all looks undisturbed. Same story with my 39k mile 200 BRM.
Quite a lot of the time HGF results from another factor e.g. overheating due to a failure/weakness within the cooling system, or being driven without mechanical sympathy.
Quite a lot of the time HGF results from another factor e.g. overheating due to a failure/weakness within the cooling system, or being driven without mechanical sympathy.
gweaver said:
Great car.
Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
My understanding is 16 valves were worse then 8 valves, 1800s worse than 1400's and the size of the car made it worse, so a Freelander with an 1800 was a bad combination.Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
Driving style, thrashing from cold caused issues as the design meant it warmed up unevenly and that caused movement with the HG, they were light because they were Aluminium and also they were not big units anyway so limited material to absorb the thermal shock as hot water got pumped round which caused the HG issues, so a Freelander being a lot bigger and heavier, had the bigger engine and needed more throttle to get it moving so more scope for causing the problem.
Am sure someone more qualified can interject but that is my limited understanding.
I bought a BRM that had been fixed apparently, not so, it went again, I fixed it but the liners had sunk and the system was pressurising, sold it for scrap, but a great little car after I removed the previous owners ham fisted induction kit cold air feed, he had spent loads on a janspeed exhaust, remap, fuel pressure regulator, induction kit and throttle body, then joined the cold air feed by crushing one pipe and jamming it into another, effectively creating a restrictor,
Wikipedia (https://en.wikipedia.org/wiki/Rover_K-series_engine#Design_history) says there was a block redesign when the engine range was expanded to include 1.6l / 1.8l derivatives. Apparently `The change required a block redesign with the removal of the cylinder block's top deck and a change from "wet" liners to "damp" liners.` I suspect that's when the HGF issues started, but someone might have a better informed opinion.
gweaver said:
Great car.
Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
With these engines most HGF is down to coolant loss. As others have said the 'K' has little excess coolant capacity so any leak quickly leads to HGF. The later Plastic inlet manifold can warp and cause a leak from a redundant coolant passage on the right side, the leak is hard to find and often goes unchecked until HGF occurs.Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
All the early 90's engines had a alloy manifold so were not prone to this type of leak.
I'm sure the manifold was a factor, but the VVC engine had an alloy manifold and wasn't immune to HGF. Mine had HGF once (but no significant coolant leak and coolant level was always good), but in 190k miles I don't think that's too bad.
So maybe the early blocks were stiffer and the alloy manifold gaskets better.
So maybe the early blocks were stiffer and the alloy manifold gaskets better.
Thoroughly underrated cars by Journalist who didn't spend long term time with them.
HGF were a problem but there was a kit.
I have the 99 later shaped version, nowhere near immaculate, covered in rust but everything works bar the radio display. It also has 184,000+ miles on the original engine, burns no oil, loses no water, is on the original brake shoes and drums and is easy to fix.
Oh yeah... and pulled an indicated 125mph on a trip across Europe (not down a hill).
HGF were a problem but there was a kit.
I have the 99 later shaped version, nowhere near immaculate, covered in rust but everything works bar the radio display. It also has 184,000+ miles on the original engine, burns no oil, loses no water, is on the original brake shoes and drums and is easy to fix.
Oh yeah... and pulled an indicated 125mph on a trip across Europe (not down a hill).
atestprod said:
Thoroughly underrated cars by Journalist who didn't spend long term time with them.
HGF were a problem but there was a kit.
I have the 99 later shaped version, nowhere near immaculate, covered in rust but everything works bar the radio display. It also has 184,000+ miles on the original engine, burns no oil, loses no water, is on the original brake shoes and drums and is easy to fix.
Oh yeah... and pulled an indicated 125mph on a trip across Europe (not down a hill).
Rates pretty well here https://www.flickr.com/photos/triggerscarstuff/alb...HGF were a problem but there was a kit.
I have the 99 later shaped version, nowhere near immaculate, covered in rust but everything works bar the radio display. It also has 184,000+ miles on the original engine, burns no oil, loses no water, is on the original brake shoes and drums and is easy to fix.
Oh yeah... and pulled an indicated 125mph on a trip across Europe (not down a hill).
gweaver said:
I'm sure the manifold was a factor, but the VVC engine had an alloy manifold and wasn't immune to HGF. Mine had HGF once (but no significant coolant leak and coolant level was always good), but in 190k miles I don't think that's too bad.
So maybe the early blocks were stiffer and the alloy manifold gaskets better.
I think the 1.8 engines suffered HGF from liner drop more than the 1.4 & 1.6 engines. This is another problem the early engine did not have. Maybe the closed top deck of the early K Gives more surface area for the glue to hold the liners in.So maybe the early blocks were stiffer and the alloy manifold gaskets better.
Cromp85 said:
gweaver said:
Great car.
Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
With these engines most HGF is down to coolant loss. As others have said the 'K' has little excess coolant capacity so any leak quickly leads to HGF. The later Plastic inlet manifold can warp and cause a leak from a redundant coolant passage on the right side, the leak is hard to find and often goes unchecked until HGF occurs.Interesting that no one on this thread has reported HGF on an early (90-95) R8. I think it might not have been a common issue on the early 1.4s.
All the early 90's engines had a alloy manifold so were not prone to this type of leak.
Love the R8. I had a 416GSi with the single-cam Honda engine back in the 90’s which I adored despite it being 50 shades of beige inside and out.
I distinctly remember the buzz about the R8 when it came out. It was leagues ahead of everything else in the mainstream and I was massively jealous of the first friend of mine with one when I had still had a Montego!
I also think the K-series is a great engine to use, characterful, revvy, light and efficient...but the head gasket issue is not a myth or down to maintenance. Literally every single k-series run by me or one of my friends had had at least one gasket go, including 1.4’s in period at low miles.
The list of failures I personally know of in my circle includes:
214SLi
414SLi
214SEi
Bubble 214SLi
Bubble ZR 160 (twice)
Elise S1 (mine - twice, as previous owner had it too)
The fact is the gasket is essentially a service item. They’re relatively cheap to fix, there are some excellent specialists and at this point in the cars life when it’s not a daily it wouldn't put me off ownership. I’d have another Elise tomorrow for sure.
I distinctly remember the buzz about the R8 when it came out. It was leagues ahead of everything else in the mainstream and I was massively jealous of the first friend of mine with one when I had still had a Montego!
I also think the K-series is a great engine to use, characterful, revvy, light and efficient...but the head gasket issue is not a myth or down to maintenance. Literally every single k-series run by me or one of my friends had had at least one gasket go, including 1.4’s in period at low miles.
The list of failures I personally know of in my circle includes:
214SLi
414SLi
214SEi
Bubble 214SLi
Bubble ZR 160 (twice)
Elise S1 (mine - twice, as previous owner had it too)
The fact is the gasket is essentially a service item. They’re relatively cheap to fix, there are some excellent specialists and at this point in the cars life when it’s not a daily it wouldn't put me off ownership. I’d have another Elise tomorrow for sure.
Edited by giveitfish on Saturday 8th June 08:13
Lovely car OP! In my early years of driving I had a 214 Si with single point injection. Bought cheap from an auction and immediately needed a head gasket. Unfortunately it was written off by an unmanned car rolling off a drive! After that I had a 214 GSi with multi point injection and it felt like a rocketship compared to the first one. At the time I lusted after the 3dr 220 Turbo but I've still never managed to own one. Although, for a year or so I had a 216 GTi twin cam in British Racing Green which was a great car.
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