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Post by rhyds on Aug 4, 2021 16:23:26 GMT 1
shop.carlabimmo.com/en_US/c/Jeep/27Solution above... €19.90 plus shipping Oh a Jeep with a VM engine - seperate cylinder heads for each cylinder (evil)... I once did an oil leak on one of these - it never ended! LDV vans had this horrible engine in them - so did Range Rovers. VM Diesel, Did the course on those when they were being fitted in the SD1, Boat engine Because everybody wants more head gaskets! |
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Post by valhalla on Aug 5, 2021 0:28:43 GMT 1
Unbelievably, even with separate head-gaskets, these failed with alacrity at the time. A truly dreadful engine in both 2.4 and 2.5 guise. Only Rover cars could pick this engine as a good fit for their premium products....until Landrover decided that the race to the bottom could not leave them out.....The RangeRover team could not get the 200Tdi fitted fast enough, within 18months of launch of the 2.5VM if my memory serves me correctly.
If anyone is interested, I still have that course on the VM series, complete with the Rover binder.
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Post by upkeep on Aug 5, 2021 9:07:05 GMT 1
I was fortunate never to see one in the dealership and soon after they were being sold I left to work on Nissans. I can remember driving a Nissan Cabstar diesel and thinking it had no squeaks or rattles and drove very well, better I thought than a Maestro Vanden Plas.
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Post by rhyds on Aug 5, 2021 9:15:39 GMT 1
I was fortunate never to see one in the dealership and soon after they were being sold I left to work on Nissans. I can remember driving a Nissan Cabstar diesel and thinking it had no squeaks or rattles and drove very well, better I thought than a Maestro Vanden Plas. And that's what a lot of the BL/Austin Rover fans don't seem to realise. While having squeaks and rattles is to be expected on a 30+ year old car, its not to be expected on something brand new. |
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Post by Rhubarb on Aug 5, 2021 10:43:20 GMT 1
I was fortunate never to see one in the dealership and soon after they were being sold I left to work on Nissans. I can remember driving a Nissan Cabstar diesel and thinking it had no squeaks or rattles and drove very well, better I thought than a Maestro Vanden Plas. A Cabstar in the wet was always amusing!  |
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Post by Rhubarb on Aug 5, 2021 10:44:43 GMT 1
Unbelievably, even with separate head-gaskets, these failed with alacrity at the time. A truly dreadful engine in both 2.4 and 2.5 guise. Only Rover cars could pick this engine as a good fit for their premium products....until Landrover decided that the race to the bottom could not leave them out.....The RangeRover team could not get the 200Tdi fitted fast enough, within 18months of launch of the 2.5VM if my memory serves me correctly.
If anyone is interested, I still have that course on the VM series, complete with the Rover binder.
Used to look after a VM V8 Range Rover...Never did any h/gs on it thankfully. |
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Post by rhyds on Aug 5, 2021 10:58:13 GMT 1
Its amusing how engine manufacturers have mucked about with the number of head gaskets on an engine before realising that the correct number is 1 or 2.
VM went for 3/4/5/6 gaskets as discussed, because they treated engines like Lego and liked to keep things interesting. Of course despite the heads being separate you had to change all the gaskets together otherwise shizzle would go wrong.
On the other hand, Leyland trucks developed their "fixed head" engine which had no gasket at all due to not having a removable cylinder head. The thinking was that the main reason for pulling the head off was to replace the head gasket, so if you designed the engine to not need a gasket it would be more reliable. Unfortunately it was destined to be terrible as there were serious valve issues, which meant working on the head from the bottom of the block!
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Post by Dragon on Aug 5, 2021 21:58:59 GMT 1
I did a Jeep course on these engine's shocking is all I can say, almost as bad as the diesel lump they used in the Diahatsu van/minibus  |
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Post by remmington on Aug 5, 2021 22:23:13 GMT 1
Its amusing how engine manufacturers have mucked about with the number of head gaskets on an engine before realising that the correct number is 1 or 2. VM went for 3/4/5/6 gaskets as discussed, because they treated engines like Lego and liked to keep things interesting. Of course despite the heads being separate you had to change all the gaskets together otherwise shizzle would go wrong. On the other hand, Leyland trucks developed their "fixed head" engine which had no gasket at all due to not having a removable cylinder head. The thinking was that the main reason for pulling the head off was to replace the head gasket, so if you designed the engine to not need a gasket it would be more reliable. Unfortunately it was destined to be terrible as there were serious valve issues, which meant working on the head from the bottom of the block! I have never seen a monoblock engine in a car or truck. I am too young for the leyland offerings of the 70's (500's and 680's). Dad recons the 500 series was the "coach engine from hell". I have seen plenty of monoblock marine engines - new stuff - from BUKH and STEYR |
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Post by givusaclue on Aug 5, 2021 23:23:47 GMT 1
i understood the vm was originally a marine engine adapted (poorly) for automotive use
(should've stayed in boats as anchor)
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Post by develin on Dec 23, 2021 10:34:29 GMT 1
Little update on this now I've had time to get in depth thanks to Christmas lull.
Ive gotten it running by wiring everything up individually to force it to run but because the ecu is freaking out it runs very poorly and the MIL is flashing...
I can't get all the parts that I need to get it back on the road and I've gone down this path before and it is certainly a minefield so for better or for worse it has become a farm truck sold to a local who will run it into the ground (literally)...
Was sad to see it go because I got it running but it would be tough to get the MIL out for an mot and in some ways im just glad it will live out the last year or two of its life off roading - plus clearing out the car park every december is a must!
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