And in the meantime, mine is still running. Still not broken anything

But being prepped for sale. With a new house purchase on the horizon, and 6 cars, something has to go. This one drew the short straw :(
 
disco_mikey said:
And in the meantime, mine is still running. Still not broken anything

But being prepped for sale. With a new house purchase on the horizon, and 6 cars, something has to go. This one drew the short straw :(
Click to expand...
Thats a shame to hear!
I never got an answer on how you piggybacked the ECU to run everything properly?
 
disco_mikey said:
Tank cradle replaced
Leaky diff seals replaced
Rear end polybushed
Cat refitted :oops:

MOT passed :D

Parked up again :(
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IMG_2713.JPG
 
monkfish24 said:
Ye


Yeah, I was planning on going a bit deeper and going for dropping the crankshaft off and replacing bottom end bearings and a thorough inspection of liners etc. The engine is going to hve a hard life in the freelander due to weight of the vehicle and weight of my right foot :D

I'm a bit shy of doing the head gasket to be honest, If it all looks ok and the plugs come out ok then I'd like to leave the chinese workmanship in place. I can't see anything that says otherwise that they may have sorted the HG issue on these.
Click to expand...

No reported HGF on the chinese K series yet on the MG forums that i can see so id be tempted to just change the belts and WP if you can find another one about
 
LUKBENPHI said:
No reported HGF on the chinese K series yet on the MG forums that i can see so id be tempted to just change the belts and WP if you can find another one about
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Not convinced anyone with a Chinese MG would be anywhere near the MG forums to report one way or the other.

MG in name only surely. :confused:
 
Completely agree. Just MG stickers on some derivative shopping trolley.

Not sure whether enough have been sold to give a true idea of whether HGF has been cured, but both the cylinder head and gasket have been redesigned...
 
rob_bell said:
Completely agree. Just MG stickers on some derivative shopping trolley.

Not sure whether enough have been sold to give a true idea of whether HGF has been cured, but both the cylinder head and gasket have been redesigned...
Click to expand...
DMGRS claim the N series HG is the fix but I suspect a good dose of quality control would have gone a long way towards sorting the issue in the first place.
 
I actually think they got the calculations on cylinder head flow a bit wrong, plus the bypass circuit is probe to collapsing until the thermostat opens - the latter problem cured by the PRT. But other than that, perfect ;)
 
rob_bell said:
I actually think they got the calculations on cylinder head flow a bit wrong, plus the bypass circuit is probe to collapsing until the thermostat opens - the latter problem cured by the PRT. But other than that, perfect ;)
Click to expand...
Some years back, I'd read of temperature fluctuations in the K. So I did some coolant temp testing on my own VVC MGF. I used a two channel digi thermometer that used K type thermocouples. I placed one thermocouple in to the top of the head, via the top hose. And the other in the bottom hose inlet to the pump.

I found the engine temperature climbed rapidly from cold. It went well over 100° C. Both thermocouples showed similar readings. Then as the stat (standard location) opens the bottom hose temperature plummeted down to 20° C. The top hose showed a similar drop, down to 30°C From then both thermocouples climbed rapidly again towards 100° before dropping sharply again, but not quite as low as it's initial drop. I'm sure that the cold coolant rushing in past the stat closed it again. This cycle of heating and cooling continues for some time. Each time the cycle repeated, the extremes reduced, until the temperature stabilised.
This cycling of temperature is the main reason the HG failed so early. The MGF with it's rear mounted engine and the hard worked Freelander engine, were the most likely K's to develop temperature related HGF.
 
Nodge68 said:
Some years back, I'd read of temperature fluctuations in the K. So I did some coolant temp testing on my own VVC MGF. I used a two channel digi thermometer that used K type thermocouples. I placed one thermocouple in to the top of the head, via the top hose. And the other in the bottom hose inlet to the pump.

I found the engine temperature climbed rapidly from cold. It went well over 100° C. Both thermocouples showed similar readings. Then as the stat (standard location) opens the bottom hose temperature plummeted down to 20° C. The top hose showed a similar drop, down to 30°C From then both thermocouples climbed rapidly again towards 100° before dropping sharply again, but not quite as low as it's initial drop. I'm sure that the cold coolant rushing in past the stat closed it again. This cycle of heating and cooling continues for some time. Each time the cycle repeated, the extremes reduced, until the temperature stabilised.
This cycling of temperature is the main reason the HG failed so early. The MGF with it's rear mounted engine and the hard worked Freelander engine, were the most likely K's to develop temperature related HGF.
Click to expand...
Yes, that's absolutely correct - and exacerbated by getting the engine to generate more heat - aka power - by revving it hard to get the performance. Keeping the bypass circuit open by running the heater on hot during warm up significantly helps here. :)

Here's my summary of the various problems/theories: http://mgf.ultimatemg.com/group2/common_problems/hgf_pages/why_do_hgfs.htm
 
MG6 isn't N-series - it's the TCi-tech. The genealogy of the K-series gets confusing because SAIC bought the IP and the technical schematics, whereas NAC bought all the production gear and shipped the whole lot out to Nanjing. And because IP counts for diddly-squat in China, you ended up with two different versions of the K: the N-series (as found in the Chinese MGTF, engine code 18N4) and the TCi-Tech (as found in the MG6, engine code 18K4).

But that doesn't lessen the point you're making: I haven't heard legions of stories regarding the Chinese-built K-series cooking head gaskets either. Both redesigned the gasket and I think some of the water ways inside the cylinder head. And since this redesign was largely undertaken by MG Rover Power Train engineers, the frustrating lesson was that the problems and cures were well known before the company went south. And since HGF was probably one of the key reasons why people stopped buying Rovers, you kind of get the feeling that this was a management-led self-inflicted goal :(
 
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