Nice one Richard, I've done it twice now so slightly better than a novice but not by much. The best source of advice on the K series are the MG Rover forums, especially the MGF and TF forums as being mid engined they have more trouble than most.
Both times I changed HG I found the liners were flush with the block. The first was a 99 MGF but the engine had been replaced around 2007 by a main MG dealer and the second was my 04 Freelander. I used and MLS gasket first time and Elastomer on the Freelander, so far both still going fine.
This pretty well confirms my suspicions that the MLS is fine when the liners are level with the block. I'm certain some will disagree and in certain instances they may be correct but as my K series is up for sale and I have no plans to ever buy another I hope I don't need to worry about it any longer.There appears to be differing views on whether an MLS HG should be fitted when the liners are less than 3 thou above the block surface and that an Elastomer (e.g. Payen BW750) should be fitted instead. However, according to a recent exchange of e-mails with JLR the following was provided: -
On 3 Aug 2016, at 16:39, lradvice@jaguarlandrover.com wrote:
Dear Mr
I write in response to my last email on 25/07/16, I have spoken with Land Rover Technicians and have been advised the following information;
Fitting a multi layer cylinder head gasket to the vehicle would be the correct procedure, as the cylinder liners are stated as being 'level with the block'.
Cylinder liner position is the distance that the cylinder liner protrudes above, or is below the surface of the engine block. Liners can be level with or up to 0.075mm (0.003in) above the surface of the engine block. If the liners have dropped below the engine block surface, the engine must be renewed.
I hope this answer's your enquiry,
Please do not hesitate to contact me on my direct dial below
--
Harriet Moore
Case Manager
UK Customer Relationship Centre
T: +44 (0) 1926 691 920
Jaguar Land Rover, Abbey Road, Whitley, CV3 4LF
VIEWS APPRECIATED................
Having changed many many K series HGs over the years I have to disagree to some of the above.
That's pretty accurate from what I've seen over the years
115k without HGF is not the norm unfortunately so you have either been very lucky or your mechanical sympathy has paid dividends. Lots of people over the years have debated the cause of HGF on K series engines here and elsewhere but fact remains the failure rate is many times worse than other engines. It has good points too and it is true that other makes of car have major issues too but the K series disaster was so bad many people think it was responsible for the death of MG/Rover.Coming from an MG background, my 2p worth (115k miles, no HGF - and many miles in another MGF race car, plus an old "bubble" Rover 200):
Much hype regarding the MLS, but I would believe the K-series tuning guys who say that liners that are flush with the block face are not suitable for MLS use due to the weak sealing of the fire rings. The Payen BW750 will be what I'll be using.
According to Rover Powertrain, one of the key problems is water flow through the bypass circuit when the engine coolant is still cool and the thermostat has yet to open. If to much engine speed is used (if you drive a sports car for example, or perhaps a heavy car that needs more revs to get moving), the bypass pipes collapse leading to the water pump cavitating and reducing the overall flow rate.
The PRT is a partial solution because it opens the thermostat under water pressure. But so long as you don't rev the nuts off the 1.8 K until properly run through, it'll take care of you.
I race and track my MGFs regularly, so I don't keep them in cotton wool - but have mechanical sympathy until there is oil temperature showing. Unfortunately, the Freelander doesn't have an oil temperature gauge!
But the good news is that the causal problem(s) has/have been identified (and there are plenty of compounding factors in addition). Like a number of other British Head gasket munchers, the owners have been left with the problem to sort out. That's hardly ideal, and I do agree, K-series head gasket failures were one of the contributing factors to the collapse of MG Rover.
