stuart Posted September 22, 2015 Report Share Posted September 22, 2015 Probably wouldnt be as strong as a steel one though with modern alloys that could be sorted. Stuart. Quote Link to post Share on other sites
Guest ntc Posted September 22, 2015 Report Share Posted September 22, 2015 Imp engines ? Quote Link to post Share on other sites
Nick Webster Posted September 22, 2015 Report Share Posted September 22, 2015 The Jowett Javelin had a wet liner engine - flat 4 to boot - with an alloy crankcase. Prototypes were running in 1945 with sand cast blocks and production in 1947 swiftly turned to die cast. It was not a stiff as it might have been and they never caught on to the long head studs that Triumph were quick to discover. Hence blown head gaskets were a problem. Le Mans Jupiters used Wills rings. As did some Imp engines I think. Nick Quote Link to post Share on other sites
tomfpurves Posted September 23, 2015 Report Share Posted September 23, 2015 For what it is worth I have a copy of a presentation on the RR /Bentley Crewe v8 given by the then Crewe chief engineer Ulrich Eichorn in 2009 in which he mentions a feature of the engine at the origin in 1959 "Top seated wet liners to keep hot liner distortion and therefore oil consumption to a minimum" The block was redesigned on introduction of fuel injected cars and incorporated stiffer liners. Tom Quote Link to post Share on other sites
Nick Webster Posted September 23, 2015 Report Share Posted September 23, 2015 That has reminded me that the Foden 4 litre two stroke diesel, into production 1948 featured an alloy crankcase with wet liners. Mk1 engines featured two heads for six cylinders and driven hard the heads might warp if the engine was shut down before being allowed to cool by ticking over for 5 minutes. Hence on the Mk2 Foden introduced individual heads for each pot. This was assembled to the liner by sustantial studs, and then bolted down to the block. The liner was sealed with a rubber O ring just below the top of the block face and another lower down - a complication being that as it was two stroke, blower air entered through the side of the liner. It was top seated in so much as it was hanging from the head and there was nothing at the bottom of the liner to hold it up. Quote Link to post Share on other sites
Rob Salisbury Posted September 23, 2015 Report Share Posted September 23, 2015 Seems to me that the infamous Rover K series engine is a wet liner engine, then it's an wet/oily liner engine, then it's a dry liner and finally the head gasket goes bang!! Cheers Rob Quote Link to post Share on other sites
acaie Posted September 23, 2015 Report Share Posted September 23, 2015 Imp engines ? Imp owners learnt how to change head gaskets by the side of the road ! Quote Link to post Share on other sites
stuart Posted September 23, 2015 Report Share Posted September 23, 2015 Imp owners learnt how to change head gaskets by the side of the road ! Yes thats true and buy them 2 at a time! Stuart. Quote Link to post Share on other sites
stillp Posted September 23, 2015 Report Share Posted September 23, 2015 Yes thats true and buy them 2 at a time! Stuart. Or they learned how to use a torque wrench, and didn't have any trouble with the head gasket! The rest of the car, that's another matter! I lost count of the number of times I changed kingpins and front wheel bearings. Once had to change a rubber doughnut joint at the roadside... not fun at all. Pete Quote Link to post Share on other sites
Dick Posted September 24, 2015 Report Share Posted September 24, 2015 For what it is worth I have a copy of a presentation on the RR /Bentley Crewe v8 given by the then Crewe chief engineer Ulrich Eichorn in 2009 in which he mentions a feature of the engine at the origin in 1959 "Top seated wet liners to keep hot liner distortion and therefore oil consumption to a minimum" The block was redesigned on introduction of fuel injected cars and incorporated stiffer liners. Tom Hi Tom, Having had a number of RR and Bs with this engine, I would really like to get a copy of this report. Do you know where I can get one from? Thx. Dick. Quote Link to post Share on other sites
Paul Hogan Posted September 24, 2015 Report Share Posted September 24, 2015 Here's an idea!!! The TR block is cast as a wet liner. This reduces a great deal of machining etc and the liners take the heat and the wear. Could the block be cast using an Ali Alloy - that would save some weight - no more rust around #4 liner. I wonder Roger Hi Roger, I have actually looked into doing this for my lightweight alloy TR4. Yes it can be done but its not as simple as you might think due to the different expansion rates and the need to strengthen the big end bearing supports. I was quoted £10,000 for a basic casting which is probably quite reasonable but way beyond my piggy bank at the time. I still fancy doing it though because alloy blocks for big Healey's and E-types are now available from specialists. If at least ten of us were interested then the price would come down. As for rotating wet liners through 360 degrees and then upside down to increase mileage, how do you think I get a months wear out of my pants? hogie Quote Link to post Share on other sites
tomfpurves Posted September 24, 2015 Report Share Posted September 24, 2015 Hi Dick It is a 50 page powerpoint presentation in hard copy so not so easy to copy/mail etc but if you are really keen pm me your address and I will copy and mail when I get time maybe two weeks or so from now. Tom Quote Link to post Share on other sites
Dick Posted September 25, 2015 Report Share Posted September 25, 2015 Hi Dick It is a 50 page powerpoint presentation in hard copy so not so easy to copy/mail etc but if you are really keen pm me your address and I will copy and mail when I get time maybe two weeks or so from now. Tom PM sent Quote Link to post Share on other sites
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