Mike Humble is getting to grips with the Rover 75 that has come back home for some well-earned love and attention.
And once again, he comes away impressed at how resilient our old friend the K-Series engine actually is…
After sitting on the driveway for a short while, my Rover 75 1.8 Club SE is finally back in a position to be enjoyed once more. I would have had the old thing sorted sooner, but a combination of a strain of bug that knocked me sideways and a busy period at work, meant my plans were left a little skew-whiff. But serious engine surgery has now taken place, and that’s included fitting a replacement inlet manifold, and pulling the cylinder head off.
Just to remind you, the car had previously suffered a cooling trauma when the ferrules that locate the inlet manifold failed causing a serious water leak both internal and externally. I put the car into a position of being able to drive back to leafy Horsham under its own steam (quite literally) by temporarily re-bonding the ferrules in place and fitting a replacement manifold gasket.
But a more permanent fix was needed. I fitted a new-old stock manifold, which subsequently fitted into place – but it required that all the sensors and injectors needed swapping over. Job done, I ran the car for a few miles to see how it fared – and all’s good so far. A really close inspection however revealed some liquid seepage from the front corner of the head behind the alternator and onto the top of the gearbox bell housing.
A test to check for gas in the coolant proved that there was no exhaust pressure in the water – which was a relief but clearly, all was not right. The previous owner had told me that the car had in fact seriously overheated when the manifold gasket caused an air lock but the combination of knowing the engine was in fine fettle after I did a preventative head job a while back, I remained positive about a successful outcome.
There are bad K-Series engines that never respond to a spanner and there are good ‘uns too – and this one doesn’t even have a hint of piston slap when cold either – just ask Keith for his 75 1.8 experiences.
Taking advantage of a couple of days’ holiday, the top of the engine was stripped down to the block. Removing the beautifully well made (and dare I say expensive) MLS gasket it soon became clear of the cause of the slight water/oil leakage. The combination of an MLS head gasket, KAMAX bolts and the upgraded bottom ladder rail meant that technically the gasket had not actually blown despite the trauma.
The engine has seemingly allowed to get so hot that the heat reactive gasket coating, which is designed to work in a similar vain to Wellseal, had simply disintegrated. In a nutshell, the five-layer coated gasket, which is made of high grade steel, with beefed up fire rings, could not longer fully contain heated and pressurised water – and was leaking coolant outwards but nothing into the oil or cylinders – phew!
The head was cleaned up and checked for surface fitness with feeler gauges and a special straight bar designed to reveal the exact flatness of both the block and cylinder head. The block was good to go and the liners were almost spot on for liner protrusion – thank goodness, but I wasn’t 100% happy with the head.
A trade friend owes me a favour or four, and offered to give me a cylinder head that he claimed to be okay, but my heart sank at the thought of a secondhand head with secondhand cams. Getting it back home and checking it for trueness gave me another headache.
The donated cylinder head upon inspection turned out be more warped than Frankie Boyles imagination – think of a rectangular alloy banana and you’re half way there. So my original head was taken to another man in the know that runs an engineering outfit near Gatwick, where he reckoned it could be dress skimmed and still be okay for the job.
After chewing the fat and downing some tea, I was travelling back to Horsham with a stunningly clean and freshly skimmed cylinder head in the boot. The birds were singing, the sun was shining – no faffing about – time to bet busy.
Enter the unexpected thunderstorms that came along just as I undertook the very last 90 degree turn of the final re-torquing of head bolts. Tools were randomly thrown into the car and boot thanks to the rain, and with much frustration, my soaking wet clobber was thrown into the wash and that was that – rain stopped play. The next morning at 8.00am, I leaped out of bed (well… metaphorically speaking) at the sight of glorious sunshine searing through the chinks in the curtains, and got dressed. With all the excitement of a small child on Christmas morning (erm… another metaphor), I couldn’t wait to fly downstairs.
After popping in some brand new cam seals, re-fitting the cam pulleys and completing the rest of the build up, that moment of interpretation soon came when I turned the key with a grimacing face and eyes squinted half shut – almost like snipping the final wire of a bomb detonator.
After initially sounding like a washing machine on spin with a pair of training shoes in the drum owing to the tappets filling up with oil again, the revitalised 1.8-litre K-Series settled down to a lovely smooth idle that befits the Rover. Serenity can only be summed up with three simple digits – R, four, zero (R40). After a good few miles of hard driving – an extended Italian tune up if you like – I’m more than satisfied with the results so far.
Say what you like about the K-Series, I’ve had many years of experience with these engines. Enough to say that when they are sorted and running fine, nothing much holds a candle to them in full cry. It annoys me so much to know that so many garages are lacking in understanding of what is actually a very simple engine. But at the end of the day, it’s fashionable now, and always will be – to knock a Cowley or Longbridge-built product. The answer to the aforementioned is unknown and is a topic that will continue to be discussed over a pint or over the internet for many years to come.
So what else is newsworthy then? Well… I have found the console cubby box armrest torch in a filing cabinet drawer, fitted a new bulb and left it to charge, also, I’ve found a boot badge and fitted it thus almost totally reversing the horrors that were known as Project Drive. Minor stuff amounts to a damn good valet, a blown headlamp dip bulb, and a small list of items requiring attention for the up-coming MoT.
The old duffer is going to need a brace of front anti-roll bar drop links soon, and some new handbrake shoes – all of which have been ordered up and are awaiting my collection. And dare I say it, motivation to get fitted. I’m particularly keen to locate some number plates with the corporate Rover logos printed on them too by the way.
If anyone can steer me in the right direction… please let me know!
Moving on to Rover and then PSV / HGV, he has circumnavigated most departments of dealerships including parts, service and latterly - the showroom. Mike has owned all sorts of rubbish from Lada to Leyland and also holds both Heavy Goods & Public Service Vehicle licences, he buys & sells buses and coaches during the week. Mike runs his own automotive web site and writes for a number of motoring or commercial vehicle themed publications
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