Bmc diesel engine

BMC B-Series engine

It displaced 1. The company's native United Kingdom market did not use the 2. Although designed when the parent company was BMC, by the time the engine was launched the company had become British Leyland BLand so the engine is commonly referred to as the British Leyland E-series engine. The E series was an overhead cam design, planned essentially for front-wheel drive use in the BMC range. It was intended to replace the transverse A- and B-series overhead valve designs used at the time in other BMC cars but see also the O seriesanother replacement line for the B series. A purpose built production facility was built at Cofton Hackett south of LongbridgeBirmingham to build the units. The first use of the E series was in the Australian built Morris sedan and Morris Nomad hatchback followed by the front-wheel drive Austin Maxi five-door hatchback of These models were closely based on the ADO16 platform, but fitted with the 1. The was a four-door saloonthe Nomad a five-door hatchback which whilst bearing a similarity in looks to the Maxi, was an entirely local design. The E series was always intended to provide larger capacity six-cylinder engines made on the same tooling as the four-cylinder. The 6-cylinder version was originally designed by Leyland's Australian division. These were intended for use in physically larger, more upmarket versions of UK and European front-wheel drive models, and for use in a mixture of mass-market front- and rear-wheel drive models sold mainly in the markets of Australia, New Zealand and South Africa. Using a common design saved time, but had drawbacks. The six-cylinder had to be short to fit transversely across the nose of a front-wheel drive car. To save such horizontal space the engines were long in stroke and had no water-jacketing between cylinder bores. The engines were very tall though, combining long stroke with OHC. This in turn forced a high bonnet line when the E series was fitted to smaller cars, something which infamously compromised the styling of the Austin Allegrowhich was originally intended to sport a much sleeker appearance until it was decided by BL management that it would use the E series in its largest engine variants. A higher compression version of the 1. As fours and sixes shared production tooling, the four also had a long stroke and siamesed cylinder linerseven though it did not need the reduced width. This was especially true in later designs of transverse-engined BMC and BL cars, when the side-mounted radiator was moved to fit across the nose of the car reducing overall width of the engine considerably. The lack of water jacketing caused considerable development problems when the 1. The 1. Overcoming these problems meant that even a modestly increased displacement, to 1. The engine was originally envisaged as a 1. However, as development continued it appeared the 1. The result was a saving in development capital for BMC, but also meant the six-cylinder had to be developed from the 1. The four-cylinder E series was effectively discontinued when the Allegro went out of production in However it was substantially redesigned into the R seriesand later the S series in the mids. The R series was effectively a stop-gap solution for the Austin Maestroand is all but identical to the E-Series, the main difference being modifications to take an end-on transmission, in place of the BMC 'transmission-in-sump' arrangement. The S-Series was a more thorough redesign, featuring a belt-drive camshaft in place of the E-series chain and a completely new cylinder head. Bore and stroke was The engine was enlarged to 1. The 2. It was first created around for the Austin update unique to Australia as the X6 "cross six" range.

Category:British Leyland engines


This A40 Devon engine was based on a pre-war Side-valve design. Since the A40 Devon engine could not have its capacity enlarged, a new engine was designed, which, although superficially similar, was longer and heavier than the A40 Devon engine. The design of this new engine commenced around Januaryand was designated as the "B" series. Displacements ranged widely from 1. Petrol versions were produced in the greatest numbers, but diesel versions exist for both cars and marine applications. The engine was of conventional construction with a one-piece crankcase and cylinder block in cast iron with the crankcase extending down to the lowest level of the main bearing caps, and with cylinder head also usually in cast iron. The sump was made from pressed steel. Early engines used a three- bearing crankshaftbut later engines used five bearings. On all except the rare twin overhead camshaft variant, the camshaft — which was chain driven and mounted low in the block — operated the overhead valves via pushrods and rocker arms. Valve clearance was adjustable by screws on the rocker arms with access to the tappets by two side covers on the engine block, this feature being a hang over from side valve engine design [ citation needed ]but it provides easy access to the camshaft tappets. There was sometimes a country indicator after the first part of the code, e. The bore was B-Series engine in a Nash Metropolitan Series 3. The 1. Init was used in the original MGA. Bore was There was also a diesel version of this engine size. The engine block was cast iron, but the crossflow eight-port cylinder head was of aluminium alloy. Drive to the twin camshafts was by chain from a gear-driven, half-speed shaft running in the space that would have been occupied by the conventional camshaft. This engine gained a reputation for being unreliable in service, especially in the high-compression version which needed high- octane fuel, but this has now been largely overcome. The piston burning habits — thought to be the result of ignition timing — was later discovered to be due to a vibration induced lean burn situation involving the float bowls, easily correctable by flexibly mounting the carburettors. The engine was enlarged to 1. The engine was enlarged again to 1. The engine at first had a three-bearing crankshaft with a five-bearing version appearing in There was also a diesel version of this capacity, used in the Leyland Sherpa van, and built under license in Turkey for many years. It is still widely used on narrowboats on the canals of the UK. Template:Leyland engine range. Sign In Don't have an account? Start a Wiki. Contents [ show ]. Categories :. Cancel Save. This article includes a list of referencesrelated reading or external linksbut its sources remain unclear because it lacks inline citations. Please improve this article by introducing more precise citations where appropriate. April This page uses some content from Wikipedia. The list of authors can be seen in the page history. Please check page history for when the original article was copied to Wikia.

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Austin Motor Company 's small straight-4 automobile engine, the A seriesis one of the most common in the world [ citation needed ]. Launched in with the Austin A30production lasted until in the Mini. It used a cast-iron block and cylinder head, and a steel crankshaft with 3 main bearings. The camshaft ran in the cylinder block, driven by a single-row chain for most applications, and with tappets sliding in the block, accessible through pressed steel side covers for most applications, and with overhead valves operated through rockers. Although a 'clean sheet' design the A series owed much to established Austin engine design practise, resembling in general design including the Weslake head and overall appearance a scaled-down version of the cc overhead-valve engine first seen in the Austin A40 Devon which would form the basis of the later B-series engine. The A-series design was licensed by Nissan of Japan, along with other Austin designs. Improvements were rapid. An early change was to incorporate a 5 main bearing crank. The cylinder head was modified for the first of the E series by swapping plugs and ports, plugs fitted between pushrods and 8 ports eliminated the Siamesed inlet and exhaust ports. Nissan modified the design into the later Nissan A engine that was launched in with an aluminium head and wedge combustion chambers. All these engines show their lineage by the characteristic un-skirted crankcase block of the BMC A series, but with the A and E having the camshaft moved to the right side allowing greater port areas, and a mounting on the right wall of the crankcase for the oil pump whereas the BMC A series had the oil pump at the back end of the left-side camshaft. All engines had a cast iron head and block, two valves per cylinder in an OHV configuration and sidedraft SU carburettor. Engines were available in diesel in the BMC tractor. It had an undersquare This engine was produced from — This was accomplished by increasing the bore to It was produced until The This displacement was reached by dropping the stroke to This engine was produced through to for the Mini, when the A-Plus version supplanted it. It was produced from — This was similar to the in that it had the same It was a stroked to It used a new It was only produced in — It had the same The largest A-series engine displaced 1. It used the It was produced from untilwhen it was replaced by an A-Plus version. The bore size was around the maximum possible in the block, with very little separation between the middle cylinders, which often contributed to head gasket failures. British Leyland was keen to update the old A-series design in the s. However, attempts at replacement, including an aborted earlys Rover K engine and an OHC version of the A series, ended in failure. During the development of what would become the Austin Metroengineers tested the A series against its more modern rivals and found that it still offered competitive or even class-leading fuel economy and torque for its size. While in the s the A series had begun to seem dated against a new generation of high-revving overhead cam engines, by the end of the decade a new emphasis on good economy and high torque outputs at low speeds meant that the A series's inherent design was still well up to market demands.

BMC B-series engine


It displaced 1. The company's native United Kingdom market did not use the 2. Although designed when the parent company was BMC, by the time the engine was launched the company had become British Leyland BLand so the engine is commonly referred to as the British Leyland E-series engine. The four-cylinder E-series was eventually replaced by the R-series, and the S-series in the mids. The six-cylinder version was not directly replaced. The E-Series was an overhead cam design, planned essentially for front-wheel drive use in the BMC range. It was intended to replace the transverse A- and B-series overhead valve designs used at the time in other BMC cars but see also the O-series, another replacement line for the B-series. A purpose built production facility was built at Crofton Hackett south of Longbridge Birmingham to build the units. The first use of the E-series was the front-wheel drive Austin Maxi five-door hatchback ofand it also appeared in the Australian Morris saloon and Morris Nomad in the same year. These models were closely based on the ADO16 platform, but fitted with the 1. The was a four-door saloon, the Nomad a five-door hatchback borrowing some of its looks from the Maxi. The E-series was always intended to provide larger capacity six-cylinder engines made on the same tooling as the four-cylinder. These were intended for use in physically larger, more upmarket versions of UK and European front-wheel drive models, and for use in a mixture of mass-market front- and rear-wheel drive models sold mainly in the markets of Australia, New Zealand and South Africa. Using a common design saved time, but had drawbacks. The six-cylinder had to be short to fit transversely across the nose of a front-wheel drive car. To save such horizontal space the engines were long in stroke and had no water-jacketing between cylinder bores. The engines were very tall though, combining long stroke with OHC. As fours and sixes shared production tooling, the four also had a long stroke and lack of water jacketing, even though it did not need the reduced width. This was especially true in later designs of transverse-engined BMC and BL cars, when the side-mounted radiator was moved to fit across the nose of the car reducing overall width of the engine considerably. The lack of water jacketing caused considerable development problems when the 1. The 1. The engine was originally envisaged as a 1. However, as development continued it appeared the 1. The result was a saving in development capital for BMC, but also meant the six-cylinder had to be developed from the 1. Bore was Bore and stroke remained at the It was last made in This variant was used in longitudinal rear-wheel-drive applications only. Alec Issigonis utilised the 1. This car can also be seen at Gaydon. Toggle Navigation. BMC E-Series engine. Related Categories British Leyland Engines. Updated Saturday, 04 May

Leyland (engines)

Boat Engine Bmc diesel engine. Foster 30, River Cruiser,G. Leyland marshall nuffield tractor jcb bmc engine. Engine front platejust needs de rusting. Quantity - 1 new in original box. Set of std conrods from a bmc 1. We ask all our buyers to take the above into account when leaving feedback. Marine diesel basics 1: maintenance, lay-up. Oil pressure relief valve off a 3. Once we have verified the item's condition we will fully refund the buyer excluding our shipping costs. Apuk lower bottom end sump gasket set compatible. Item is brand new however packaging may be a little crushed or have prices written on the boxes. This auction is for an operator's handbook in paperback format for the bmc 5. From a pet and smoke free home in United Kingdom. Just Any questions please email. Nuffeild bmc 3. Any questions, please ask before bidding. Postage: Every parcel gets a' proof of postage' receipt, which shows details of where and when posted, weight, cost and Here at Sheaf we are specialist diesel injection this auction is for an operator's handbook in paperback format for the bmc 5. Bmc leyland 1.

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