"Someone's chance to put the frighteners on the Class 6 Beetle crowd." That is until it blows its K-series head gasket at the top of the first section !!! Give me an air-cooled Beetle any day. Simon is quite right though, with these cars becoming dog-eared and cheap someone will give it a try. Class 5 should become more varied too in coming years. Porsche 924's are cheaper than chips and have started to do well. I'm preparing an '82 924 for Class 5 that effectively cost me 짙99. That compares quite well with the 짙100 I paid for my Dellow in 1970. There is an 1800cc Mazda MX5 being prepared that cost the owner about 짙500 as an MOT failure with the usual MX5 rust in the sills. Looking forward to Class 5 as I have put the Allard up for sale after 30 years ownership. Photos attached below.
As Mark correctly states, the K series head gasket problem was solved some time ago. As for the 924, I think you might find that the bottom gear is a bit high for classic trials and its not easy to lower it, but good luck as it will be nice to see more Class 5 cars out. Stuart Harrold
I was only going by my local breakers yard which still has what I would describe as a steady stream of tidy Rovers that have become terminally incontinent. Maybe the motor sport fraternity have indeed solved it - but out of interest what was it that actually caused so many failures, a design fault, a poorly made component - never heard the truly technical explanation of it ? I must admit that when the trade union spokesman (at the time of the buy-out) declared on TV that the Chinese were buying it "because of the excellent designs and engineering expertise", I did think back to the company K-series that cooked itself and split a cylinder liner .......... A bit of research has turned up a lower diff. for the 924 plus a higher 5th to retain sensible top gear economy. The donor transaxle is sitting in my workshop waiting for me to clear a space. The 924's biggest problem is actually weight but fortunately there were factory production variants with very light minimalist trim, perspex side windows, 16" wheels etc. And there is plenty of engine bay space, thanks to the canted-over engine, should a supercharger seem like a good idea. Haven't seen a Blue Book for a few years, has the rule about not removing bodywork above the hub-centre of the front wheel been chucked out by the way ?
Mark. The old ones are still the best ones. I've actually put Audi badges on the 924 just to confuse the uninitiated. After all it was intended to be Audi-badged until VW got cold feet after the petrol crisis and sold the design rights back to Porsche. The Audi 100 engine was specifically modified for the 924 project with a forged crank with larger main bearings and a decent cylinder head plus injection. VW then decided it would also suit the LT in detuned form, hence all the inaccurate 'VW van engine' jokes. 924 first, LT second - but let's not spoil a good joke. It is a lumpy old thing but quite torquey. My 924S on the other hand revs sweetly but I suppose I have to admit that its all-alloy motor is only half a V8 928. I must admit I like 80's Porsche engineering and if I won a Boxster in a raffle I'd sell it ASAP.
The K series engine blows its head gasket upon more occasions pro rata when fitted to the MGF than any other vehicle. This is due to a peculiarity with the cooling system design and operation in the MGF. Apart from the modifications to the engine as already stated there is a modification which can prevent the cooling system exacerbating the problem. In short the engine is being constantly heated and quenched cold which causes the head bolts to loosen. I have looked at the MGF as a trials car but gearing/ power for restarts could be a problem. With jacking for height – do the opposite to the lowering kit – re cone mounts. Love to see it done. MX5`s out in strength upon the L.E. Centenary with all coming home.
I did find an excellent in-depth article specifically on the MGF K series set-up. Seem to recall the owner put thermocouples in various places and found some excessive temperature spikes. After re-siting the thermostat, he achieved a far more stable temperature regime. The plastic dowels were news to me though. Thanks.
Mark. Just picked up your alert. Thanks. I will have to ask the computer-literate neighbour to do some checks. Have had no other signs, no slowing down or freezing. Nigel
NOT by any chance, one of those famous Worcestershire submarine MGF's?
ReplyDeleteThis message has been deleted by the author.
ReplyDeleteThis message has been deleted by the author.
ReplyDelete"Someone's chance to put the frighteners on the Class 6 Beetle crowd." That is until it blows its K-series head gasket at the top of the first section !!! Give me an air-cooled Beetle any day. Simon is quite right though, with these cars becoming dog-eared and cheap someone will give it a try. Class 5 should become more varied too in coming years. Porsche 924's are cheaper than chips and have started to do well. I'm preparing an '82 924 for Class 5 that effectively cost me 짙99. That compares quite well with the 짙100 I paid for my Dellow in 1970. There is an 1800cc Mazda MX5 being prepared that cost the owner about 짙500 as an MOT failure with the usual MX5 rust in the sills. Looking forward to Class 5 as I have put the Allard up for sale after 30 years ownership. Photos attached below.
ReplyDeleteAttachment: 924 Class 5.jpg
Scare stories about the k-series on Classical Gas!!
ReplyDeleteI think the problem was solved a good while ago now.
Good luck with the water cooled VW ;)
As Mark correctly states, the K series head gasket problem was solved some time ago. As for the 924, I think you might find that the bottom gear is a bit high for classic trials and its not easy to lower it, but good luck as it will be nice to see more Class 5 cars out. Stuart Harrold
ReplyDeleteI was only going by my local breakers yard which still has what I would describe as a steady stream of tidy Rovers that have become terminally incontinent. Maybe the motor sport fraternity have indeed solved it - but out of interest what was it that actually caused so many failures, a design fault, a poorly made component - never heard the truly technical explanation of it ? I must admit that when the trade union spokesman (at the time of the buy-out) declared on TV that the Chinese were buying it "because of the excellent designs and engineering expertise", I did think back to the company K-series that cooked itself and split a cylinder liner .......... A bit of research has turned up a lower diff. for the 924 plus a higher 5th to retain sensible top gear economy. The donor transaxle is sitting in my workshop waiting for me to clear a space. The 924's biggest problem is actually weight but fortunately there were factory production variants with very light minimalist trim, perspex side windows, 16" wheels etc. And there is plenty of engine bay space, thanks to the canted-over engine, should a supercharger seem like a good idea. Haven't seen a Blue Book for a few years, has the rule about not removing bodywork above the hub-centre of the front wheel been chucked out by the way ?
ReplyDeleteMark. The old ones are still the best ones. I've actually put Audi badges on the 924 just to confuse the uninitiated. After all it was intended to be Audi-badged until VW got cold feet after the petrol crisis and sold the design rights back to Porsche. The Audi 100 engine was specifically modified for the 924 project with a forged crank with larger main bearings and a decent cylinder head plus injection. VW then decided it would also suit the LT in detuned form, hence all the inaccurate 'VW van engine' jokes. 924 first, LT second - but let's not spoil a good joke. It is a lumpy old thing but quite torquey. My 924S on the other hand revs sweetly but I suppose I have to admit that its all-alloy motor is only half a V8 928. I must admit I like 80's Porsche engineering and if I won a Boxster in a raffle I'd sell it ASAP.
ReplyDeleteHi Nigel
ReplyDeleteI think the cause was something to do with the dowels which Rover/MG changed and the spec on the coolant.
not sure though.
Mark
ReplyDeleteCheers
John
The K series engine blows its head gasket upon more occasions pro rata when fitted to the MGF than any other vehicle. This is due to a peculiarity with the cooling system design and operation in the MGF. Apart from the modifications to the engine as already stated there is a modification which can prevent the cooling system exacerbating the problem. In short the engine is being constantly heated and quenched cold which causes the head bolts to loosen. I have looked at the MGF as a trials car but gearing/ power for restarts could be a problem. With jacking for height – do the opposite to the lowering kit – re cone mounts. Love to see it done. MX5`s out in strength upon the L.E. Centenary with all coming home.
ReplyDeleteThis message has been deleted by the author.
ReplyDeleteI did find an excellent in-depth article specifically on the MGF K series set-up. Seem to recall the owner put thermocouples in various places and found some excessive temperature spikes. After re-siting the thermostat, he achieved a far more stable temperature regime. The plastic dowels were news to me though. Thanks.
ReplyDeleteNigel,
ReplyDeleteI think your machine may have a virus as I
have received a number of repeat emails from you
This one you sent on 6 july came in again
today.
Mark
-----Original
Message-----
From: AllardV8 [mailto:npmbrown.allard@virgin.net]
Sent: 06 July 2008 08:12
To: Classical Gas, For Trials
enthusiasts
Subject: Re: MG Fan want to try
something different?
New Message on Classical Gas,
For Trials enthusiasts
MG Fan want to try something different?
Reply
<
Mark. Just picked up your alert. Thanks. I will have to ask the computer-literate neighbour to do some checks. Have had no other signs, no slowing down or freezing. Nigel
ReplyDelete