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What's a Head Gasket -
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All the recent talk about head bolts got the memory banks fired up so I thought I would show you this, the Leyland 510 engine. They never had a problem with head gaskets, they didn't have one. It was an integral part of the block with a cam carrier housing bolted on top
The use of gaskets, seen as another potential weak point for failure and leaks, was also kept to a minimum. The cylinder heads are mated to the cylinder barrels by a lapped joints with extremely fine tolerances as are the two halves of the crankcase and other surface-to-surface joints.
As an ex Leyland salesman We were told this was an early forerunner on an "expendable" engine theme. The engine was not built so it could easily be refurbished (bit like a Stag (ducks), but was supposed to complete about 200,000 miles and then be replaced as a unit in part exchange.
Drivers could not be convinced this was the way and determined to repair where they could often with awful consequences. Also the engine was liberally fitted with O rings and as long as the engine was constantly run with only short breaks ( overnight or weekends) the liquids mostly stayed inside it. However being stood for longer periods (holidays) dried out the O rings ) with predictable leaks.
Not a patch as an engine on the AEC 680 ( which Leyland owned), and they almost spoiled by removing the "top hat" liner profiles and fitted straight parallel liners which gases from combustion got through the gasket and down the liner causing "hot spots". Revised liners and increased clamping on gaskets sorted it out but not before another generation had been disabused of Leyland reputation.
As an ex Leyland salesman We were told this was an early forerunner on an "expendable" engine theme. The engine was not built so it could easily be refurbished (bit like a Stag (ducks), but was supposed to complete about 200,000 miles and then be replaced as a unit in part exchange.
Drivers could not be convinced this was the way and determined to repair where they could often with awful consequences. Also the engine was liberally fitted with O rings and as long as the engine was constantly run with only short breaks ( overnight or weekends) the liquids mostly stayed inside it. However being stood for longer periods (holidays) dried out the O rings ) with predictable leaks.
Not a patch as an engine on the AEC 680 ( which Leyland owned), and they almost spoiled by removing the "top hat" liner profiles and fitted straight parallel liners which gases from combustion got through the gasket and down the liner causing "hot spots". Revised liners and increased clamping on gaskets sorted it out but not before another generation had been disabused of Leyland reputation.
Micky
Great Engine the 680, I can't tell you how many I worked on in Daimler Fleet lines, and when I worked in the dealership we looked after a fleet of Leyland Octopus's and a couple of Scammell Trunkers which had 680's fitted IIRC.
In the 80's we refurbished all the Leyland Nations (they had the 510) and a part of that was swapping the Engine for a Gardner unit. Now that's a properly engineered engine.
Wasn't it slung underneath trains as well And before anyone comments I mean mounted horizontally .
Ian
Last edited by milothedog; 30 December 2013, 19:57.
Wise men ignore the advice of fools, but fools ignore the advice of wise men sigpic
as an apprentice i was trained in the black art of scraping any other time served engineers from the old school will probably remember this and we were taught to scrape to 25 spots per square inch which i was assured was a tight enough tolerance to allow many high pressure pumps to run and some old engines ! never tried engines myself but can testify for the accuracy of flatness when this method was used . sadly a dying or dead art .
steve
Beautiful early mk1 white tv8 mod? MGB GT and now looking for another V8
The 2CV only got away with no head gasket due to being air-cooled......
Russ is, as ever, quite right however, the 2CV and its engine was far more sophisticated, in many ways, than it looked and the engine was much more indestructible than the flimsy bodywork and chassis.
Roller crankshaft bearings; points operated by an eccentric on the front of the camshaft, working on a wasted spark principle, so no need for a distributor; the crazy suspension featured pure leading and trailing arms with interconnected springs; seats and wings could be removed with just the starting handle ! etc etc.
I don't particularly like them, but there are some admirable aspects to the old tin snail - and the pre war prototype had far more to it !
Russ is, as ever, quite right however, the 2CV and its engine was far more sophisticated, in many ways, than it looked and the engine was much more indestructible than the flimsy bodywork and chassis.
Roller crankshaft bearings; points operated by an eccentric on the front of the camshaft, working on a wasted spark principle, so no need for a distributor; the crazy suspension featured pure leading and trailing arms with interconnected springs; seats and wings could be removed with just the starting handle ! etc etc.
I don't particularly like them, but there are some admirable aspects to the old tin snail - and the pre war prototype had far more to it !
Cheers
Julian
I worked on one once for a friend of my Wife, It was difficult to start. I couldn't budge the crank pulley to to the points so I made a tool up that engaged in the starting handle slots in an attempt to pull it off. The tool gave up first I then remember a friend had one when he lived in France he popped round and showed me how to do it. He took the handle from my trolley jack, slide it over the starting handle dog and shock it up and down the car whole car moved but there was a bang and it let go, easy when you know how, isn't it.
I too wouldn't want to own one but I think as a petrol head it has to be on your bucket list to drive one, they are such great fun and can put the same grin on your face as driving a Stag can.
Ian.
Wise men ignore the advice of fools, but fools ignore the advice of wise men sigpic
as an apprentice i was trained in the black art of scraping any other time served engineers from the old school will probably remember this and we were taught to scrape to 25 spots per square inch which i was assured was a tight enough tolerance to allow many high pressure pumps to run and some old engines ! never tried engines myself but can testify for the accuracy of flatness when this method was used . sadly a dying or dead art .
steve
As a 16 year old Apprentice, I was shown by one of the old timers how to scrape white metal bearings, I never had cause to do it but he showed me as gesture for the laugh I gave him when asked him why he had a collection of sack needles (that's what the scraping tools looked like to me) in his bench tool draw
Ian
Last edited by milothedog; 31 December 2013, 13:48.
Wise men ignore the advice of fools, but fools ignore the advice of wise men sigpic
I was taught at college to scrape bearings as it was thought it could be thrown as a task in the RTITB National Apprentice competition I was entered for in 1976 (and won!).
Only ever used the skill once, and that was on my best mates 1938 Ariel Square 4 1000 motorcycle engine after the crank bearings were sprayed with white metal.
Did that in 1979, and the engine is still fine, but not sure I'd trust myself to do it again.
And before anyone comments I mean mounted horizontally .
I then remember a friend had one when he lived in France he popped round and showed me how to do it. He took the handle from my trolley jack, slide it over the starting handle dog and shock it up and down the car whole car moved but there was a bang and it let go, easy when you know how, isn't it.
What's a Head Gasket
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