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Marina diff.
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Jason James
Dec 25, 2014, 6:16:18 PM12/25/14
to
Was talking about which diff the Marina used, specifically if it was the abortionate Morris/Austin Major/Lancer diffs, which blow-up if you have the temerity to tow something.
From a pomme Morris Ital/Marina forum>>
My Seven-
*
has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
Rae
From a pomme Morris Ital/Marina forum>>
My Seven-
*
has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
Rae
Jason James
Dec 25, 2014, 6:20:39 PM12/25/14
to
On Friday, December 26, 2014 10:16:18 AM UTC+11, Jason James wrote:
> Was talking about which diff the Marina used, specifically if it was the abortionate Morris/Austin Major/Lancer diffs, which blow-up if you have the temerity to tow something.
>
> From a pomme Morris Ital/Marina forum>>
>
> My Seven-
>
*He's referring to a modern car here.
> Was talking about which diff the Marina used, specifically if it was the abortionate Morris/Austin Major/Lancer diffs, which blow-up if you have the temerity to tow something.
>
> From a pomme Morris Ital/Marina forum>>
>
> My Seven-
>
>
> has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
> I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
> They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
There we have it,..they use a piss-weak diff in a car capable of much more power. They Never LEARN ! :-)
> has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
> I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
> They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
Jason
D Walford
Dec 25, 2014, 8:00:22 PM12/25/14
to
of an owners problems.
--
Daryl
Xeno
Dec 25, 2014, 8:12:03 PM12/25/14
to
On 26/12/2014 10:20 AM, Jason James wrote:
> On Friday, December 26, 2014 10:16:18 AM UTC+11, Jason James wrote:
>> Was talking about which diff the Marina used, specifically if it was the abortionate Morris/Austin Major/Lancer diffs, which blow-up if you have the temerity to tow something.
>>
>> From a pomme Morris Ital/Marina forum>>
>>
>> My Seven-
>>
> *He's referring to a modern car here.
Well, as "modern" as Pommy stuff ever gets anyway! ;-)
>> Was talking about which diff the Marina used, specifically if it was the abortionate Morris/Austin Major/Lancer diffs, which blow-up if you have the temerity to tow something.
>>
>> From a pomme Morris Ital/Marina forum>>
>>
>> My Seven-
>>
> *He's referring to a modern car here.
>>
>> has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
>> I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
>> They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
>
> There we have it,..they use a piss-weak diff in a car capable of much more power. They Never LEARN ! :-)
>
> Jason
>
The thing is, in the Marina, the diffs weren't problematical. I guess
>> has the Standard 10 axle with a an LSD. The Marina diff is based on the Standard 10 diff and has "Stanpart"cast in the same as the Standard 10.
>> I use the LSD and swap between Marina housings and the Standard 10 to get different ratios. The Marinia has wider bearings and thicker halfshafts.
>> They are very similar but not the same. Standard 10 later became Herald Spitfire etc all the same.
>
> There we have it,..they use a piss-weak diff in a car capable of much more power. They Never LEARN ! :-)
>
> Jason
>
the beef up was successful. can't say I'd ever heard of issues with the
Marina 6 but it is likely a local diff supplier was sourced as was done
with the 3 speed manual gearbox in the Marina 6. The auto was no problem
in those since they used a BW35. One mod that I know of for the 6
cylinder version was a beefed up front clutch pack. The BW35 in the 6
used a thinner spacer and 1 or 2 extra plates in the clutch pack. The
extra torque of a 6 would cause slippage and rapid wear if the the
clutch pack of the 4 was used remembering that the front clutch is
engaged in all forward gears. The reverse band on the 4 was a bit piss
weak so if the car had a tow bar, odds on the reverse band adjuster was
at the furthest extent of its travel and the band itself rooted.
--
Xeno.
Xeno
Dec 25, 2014, 8:22:57 PM12/25/14
to
other issues however.
--
Xeno.
Noddy
Dec 25, 2014, 11:59:10 PM12/25/14
to
On 26/12/14 10:16 AM, Jason James wrote:
> Was talking about which diff the Marina used, specifically if it was
> the abortionate Morris/Austin Major/Lancer diffs, which blow-up if
> you have the temerity to tow something.
You should direct your enquiry to Krypsis, as he's the lying pig-eyed
> Was talking about which diff the Marina used, specifically if it was
> the abortionate Morris/Austin Major/Lancer diffs, which blow-up if
> you have the temerity to tow something.
sack of shit who went from "having worked on a couple" to "spending 20
years being intimately familiar with them" after a few short days of
Googling :)
--
--
Regards,
Noddy.
Noddy
Dec 26, 2014, 12:00:27 AM12/26/14
to
On 26/12/14 10:20 AM, Jason James wrote:
> There we have it,..they use a piss-weak diff in a car capable of much more power. They Never LEARN ! :-)
Why is that a big deal? Most cars are capable of breaking driveline
> There we have it,..they use a piss-weak diff in a car capable of much more power. They Never LEARN ! :-)
components using nothing more than their own engine's output.
--
--
Regards,
Noddy.
Jason James
Dec 26, 2014, 12:18:06 AM12/26/14
to
Jason James
Dec 26, 2014, 12:21:23 AM12/26/14
to
> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
Noddy
Dec 26, 2014, 12:29:50 AM12/26/14
to
On 26/12/14 4:18 PM, Jason James wrote:
> Sure,..but the mode of failure I was refering to was in reasonable
> service. My Major Elite [1622cc @ 60hp] failed for no apparent
> reason.
There's been plenty of vehicles like that.
> Sure,..but the mode of failure I was refering to was in reasonable
> service. My Major Elite [1622cc @ 60hp] failed for no apparent
> reason.
--
--
Regards,
Noddy.
Noddy
Dec 26, 2014, 12:46:33 AM12/26/14
to
On 26/12/14 4:21 PM, Jason James wrote:
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
It may have, but there are some unique circumstances that can cause odd
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
issues.
I can remember popping an axle in my old Willys Jeep after turning out
of a driveway too sharply and dropping the right hand rear tyre off the
footpath into the gutter. It was only a "regular" footpath height drop
of around 4 inches or so, and the driveline wasn't being loaded to any
great degree, but it was enough to just snap the end off the splined
section of the right hand rear axle and that was that.
The thing never had a slippery, but fortunately for me when I rebuilt
the gearbox and transfer case I'd decided to leave out the detent that
prevented the front axle being engaged in high range for no reason other
than I wanted the thing to be able to use high range 4wd rather than
just low range as it was originally designed, and I was able to pull in
the front axle and drive it home.
Just about any Holden with a "Banjo" diff had pissweak diffs and axles
that could be busted *very* easily.
--
--
Regards,
Noddy.
D Walford
Dec 26, 2014, 1:28:16 AM12/26/14
to
On 26/12/2014 4:21 PM, Jason James wrote:
>
>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>
I have to wonder what sort of nutter would use a Morris Major to tow a
>
>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>
van:-)
--
Daryl
Xeno
Dec 26, 2014, 1:50:25 AM12/26/14
to
Here's a review....
http://tinyurl.com/ogztfwx
The review agrees with everything I have ever said about the Marina. I
notice that a few points of concurrence are;
> Physically the P76 engine slotted into the Marina engine bay well,
> the only major change being to the location of the fan. The block
> was too close to the radiator for the conventional fan to be
> retained so the engineers switched to a thermo-electric job.
What wasn't mentioned was that the radiator was also much larger and it
had to be moved further forward and had different mounting points.
> To handle the extra engine weight, the front suspension was beefed
> up with increased bar diameters.
I mentioned that point and 100 kilograms extra is significant but there
were other suspension mods as well. Notably, the alignment angles were
different. Some of these were angles that like KPI that were designed in
like KPI. Leyland Australia had to do a run of these mods when moving to
the heavier E series engines
> At the back, the Red Six got two radius rods over the single radius
> rod on the fours.
Not surprising since the torque was upped by nearly 50%. Even with a
single radius rod, the 4 cylinders used to axle tramp on hard
acceleration. Imagine what the 6 would be like with only one radius rod!
Just ordinary acceleration would be enough to induce axle tramp with a 4
cylinder rear end.
> The front end for starters did not enjoy having the Red Six overhead.
> As we mentioned at the start of this article, the Marina componentry
> dated back to a "tried-and-tested" 1948 design. That meant a torsion
> bar arrangement that was used on the Morris Minor.
They forgot to include the term "obsolete".
> Some thought the Marina could never handle any worse - but with a six
> under the hood it set a whole new level of understeer that was
> downright dangerous. Quite a few were surprised by this, as the
> considered opinion was that the four-cylinder Marina was so bad that
> nothing could possibly have been worse. But the Red Six was, offering
> full-lock plough with ease.
The quote, "full-lock plough with ease" has to be experienced to be
believed. You don't even need to be driving in a spirited manner to
induce it! In the wet, you would leave the 6 parked in the garage, it
was that bad!
> To ensure stopping power was not compromised by the additional
> weight, the Marina’s brakes were increased from 9.8 inches to 9.9
> inches, while the rear drams remained at 8 inches.
So much for Noddy saying the front brakes were the same! The lady at
Repco disproved that one with her parts catalogue, three different pad sets.
> The Red Six ran on wider rubber with rims increasing from 4.5 inches
> to 5 inches.
Larger tyres, not at all surprising. I wonder if Noddy swapped the
wheels over, all of them?
Convert a four to a six? Only an idiot would do it! (leyland Engineers?)
How then to describe Noddy who "half converted a Marina 4 to a 6" and
omitted to take care of niceties like handling, braking and steering??
Of course, that's if you believe he did the conversion in the first place.
--
Xeno.
Xeno
Dec 26, 2014, 1:51:37 AM12/26/14
to
--
Xeno.
Xeno
Dec 26, 2014, 1:52:20 AM12/26/14
to
On 26/12/2014 4:21 PM, Jason James wrote:
>
>
>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>
It certainly does.
>
> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>
--
Xeno.
Xeno
Dec 26, 2014, 4:45:54 AM12/26/14
to
--
Xeno.
Xeno
Dec 26, 2014, 4:46:45 AM12/26/14
to
--
Xeno.
Xeno
Dec 26, 2014, 4:59:01 AM12/26/14
to
On 26/12/2014 4:51 PM, Noddy wrote:
> On 26/12/14 4:21 PM, Jason James wrote:
>
>> It had been used to tow a van at one point, and this may hqave
>> contributed to the failure. T
>
> It may have, but there are some unique circumstances that can cause odd
> issues.
>
> I can remember popping an axle in my old Willys Jeep after turning out
> of a driveway too sharply and dropping the right hand rear tyre off the
> footpath into the gutter. It was only a "regular" footpath height drop
> of around 4 inches or so, and the driveline wasn't being loaded to any
> great degree,
Yeah right!
> On 26/12/14 4:21 PM, Jason James wrote:
>
>> It had been used to tow a van at one point, and this may hqave
>> contributed to the failure. T
>
> It may have, but there are some unique circumstances that can cause odd
> issues.
>
> I can remember popping an axle in my old Willys Jeep after turning out
> of a driveway too sharply and dropping the right hand rear tyre off the
> footpath into the gutter. It was only a "regular" footpath height drop
> of around 4 inches or so, and the driveline wasn't being loaded to any
> great degree,
> but it was enough to just snap the end off the splined
> section of the right hand rear axle and that was that.
to break at the inner end. See if you can work out why that is so.
>
> The thing never had a slippery, but fortunately for me when I rebuilt
> the gearbox and transfer case I'd decided to leave out the detent that
> prevented the front axle being engaged in high range for no reason other
> than I wanted the thing to be able to use high range 4wd rather than
> just low range as it was originally designed, and I was able to pull in
> the front axle and drive it home.
Is that yet another bullshit story? Besides, anyone with half a brain
> The thing never had a slippery, but fortunately for me when I rebuilt
> the gearbox and transfer case I'd decided to leave out the detent that
> prevented the front axle being engaged in high range for no reason other
> than I wanted the thing to be able to use high range 4wd rather than
> just low range as it was originally designed, and I was able to pull in
> the front axle and drive it home.
won't drive the vehicle home with potentially broken bits of metal in a
diff housing. Ever seen what happens when a stray bit of metal gets
between the crownwheel and the pinion when traveling at speed? It isn't
pretty!
>
> Just about any Holden with a "Banjo" diff had pissweak diffs and axles
> that could be busted *very* easily.
Funny how millions of people drove them for years and year yet never
> Just about any Holden with a "Banjo" diff had pissweak diffs and axles
> that could be busted *very* easily.
broke axles or diffs!
Then again, these people were treating their cars as the manufacturer
intended - as a family sedan.
Act like a race car driver or subject your car to burnouts and the like
and, of course, you can expect failures.
--
Xeno.
Xeno
Dec 26, 2014, 5:00:07 AM12/26/14
to
--
Xeno.
Jason James
Dec 26, 2014, 11:01:57 PM12/26/14
to
Cut long story short, it had cracked piston skirts which eventually fell off in 1 cyl causing a loud knock. The top of the piston was still working. Rang Dad from Katoomber, and he said drive home gently.
It was a lesson on engines owning a car with a rooted one. I had gone on a trip to Canberra, sitting on 70 mph. The piston(s) were already blowing by due worn/broken rings and it showed itself.
Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
Even the 1800 fucked up. It was reasonabley low miles [70,000]but after driving to Sy thru the mountains, it spat out its rear crankshaft seal. Used sump oil to get home. The clutch was wet, but provided you didnt labour the motor, it would not slip too much. After this failure I swore off pomme rubbish.
Jason
ti...@beerlover.com.au
Dec 27, 2014, 1:49:29 AM12/27/14
to
On Fri, 26 Dec 2014 20:45:46 +1100, Xeno <xeno...@optusnet.com.au> wrote:
> Not much on Google about Marinas.
Thank God for that.
> Not much on Google about Marinas.
Xeno
Dec 27, 2014, 2:03:56 AM12/27/14
to
--
Xeno.
Noddy
Dec 27, 2014, 2:40:25 AM12/27/14
to
On 27/12/14 5:49 PM, ti...@beerlover.com.au wrote:
>> Not much on Google about Marinas.
>
> Thank God for that.
There's enough to turn Krypsis from a know-nothing wannabee to a world
>> Not much on Google about Marinas.
>
> Thank God for that.
class fuckwit in the space of 48 hours.
Rest assured of that :)
--
--
Regards,
Noddy.
D Walford
Dec 27, 2014, 5:57:51 AM12/27/14
to
On 27/12/2014 3:01 PM, Jason James wrote:
> On Friday, December 26, 2014 5:28:16 PM UTC+11, D Walford wrote:
>> On 26/12/2014 4:21 PM, Jason James wrote:
>>>
>>>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>>>
>>> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>>>
>> I have to wonder what sort of nutter would use a Morris Major to tow a
>> van:-)
>
> Indeed. When I looked at the car, it had no oil-filler cap on, and whilst idling a column of blowby smoke poured out. Then I knew very little about engines, and assumed it not unusual with the cap off.
> Cut long story short, it had cracked piston skirts which eventually fell off in 1 cyl causing a loud knock. The top of the piston was still working. Rang Dad from Katoomber, and he said drive home gently.
>
> It was a lesson on engines owning a car with a rooted one. I had gone on a trip to Canberra, sitting on 70 mph.
That was pushing your luck especially with an engine that you knew was a
> On Friday, December 26, 2014 5:28:16 PM UTC+11, D Walford wrote:
>> On 26/12/2014 4:21 PM, Jason James wrote:
>>>
>>>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>>>
>>> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>>>
>> I have to wonder what sort of nutter would use a Morris Major to tow a
>> van:-)
>
> Indeed. When I looked at the car, it had no oil-filler cap on, and whilst idling a column of blowby smoke poured out. Then I knew very little about engines, and assumed it not unusual with the cap off.
> Cut long story short, it had cracked piston skirts which eventually fell off in 1 cyl causing a loud knock. The top of the piston was still working. Rang Dad from Katoomber, and he said drive home gently.
>
> It was a lesson on engines owning a car with a rooted one. I had gone on a trip to Canberra, sitting on 70 mph.
bit sus.
The piston(s) were already blowing by due worn/broken rings and it
showed itself.
>
> Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
>
failure, best to just shut them down ASAP and don't even try a start
until its been pulled down and repaired.
> Even the 1800 fucked up. It was reasonabley low miles [70,000]but after driving to Sy thru the mountains, it spat out its rear crankshaft seal. Used sump oil to get home. The clutch was wet, but provided you didnt labour the motor, it would not slip too much. After this failure I swore off pomme rubbish.
>
owned one and I've worked on many, seen plenty with leaking rear mains
but not seen one "spat out its rear crankcase seal".
As you no doubt know it was a big job to remove and replace the engine
so even a simple repair like a new rear crank seal could be expensive
--
Daryl
Xeno
Dec 27, 2014, 6:44:16 AM12/27/14
to
On 27/12/2014 3:01 PM, Jason James wrote:
> On Friday, December 26, 2014 5:28:16 PM UTC+11, D Walford wrote:
>> On 26/12/2014 4:21 PM, Jason James wrote:
>>>
>>>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>>>
>>> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>>>
>> I have to wonder what sort of nutter would use a Morris Major to tow a
>> van:-)
>
> Indeed. When I looked at the car, it had no oil-filler cap on,
> and whilst idling a column of blowby smoke poured out.
> Then I knew very little about engines, and assumed it not
> unusual with the cap off.
> Cut long story short, it had cracked piston skirts which eventually
> fell off in 1 cyl causing a loud knock. The top of the piston was
> still working. Rang Dad from Katoomber, and he said drive
> home gently.
Better advice would have been to push it off one of those cliffs there.
>> On 26/12/2014 4:21 PM, Jason James wrote:
>>>
>>>> Sure,..but the mode of failure I was refering to was in reasonable service. My Major Elite [1622cc @ 60hp] failed for no apparent reason.
>>>
>>> It had been used to tow a van at one point, and this may hqave contributed to the failure. T
>>>
>> I have to wonder what sort of nutter would use a Morris Major to tow a
>> van:-)
>
> Indeed. When I looked at the car, it had no oil-filler cap on,
> and whilst idling a column of blowby smoke poured out.
> Then I knew very little about engines, and assumed it not
> unusual with the cap off.
> Cut long story short, it had cracked piston skirts which eventually
> fell off in 1 cyl causing a loud knock. The top of the piston was
> still working. Rang Dad from Katoomber, and he said drive
> home gently.
>
> It was a lesson on engines owning a car with a rooted one.
> I had gone on a trip to Canberra, sitting on 70 mph.
> The piston(s) were already blowing by due worn/broken rings
> and it showed itself.
70 MPH in the Morris Major was getting pretty close to their top speed.
> It was a lesson on engines owning a car with a rooted one.
> I had gone on a trip to Canberra, sitting on 70 mph.
> The piston(s) were already blowing by due worn/broken rings
> and it showed itself.
Not wise to drive long distance in one of those at that speed no matter
what condition the engine was in. Those cars were happiest cruising
UNDER 100 kph. They were well known for running number 3 big end bearing
when purged along the highways. The earlier 1500 engined ones were
happiest at 80 kph. I know as we had an Austin A50, 1955, back in the
dark ages. They did not like "motorway speeds" at all. In fact, when
they first built the motorways in the UK, the old BMC stuff was blowing
up left, right and centre. By the mid 60s, you could cruise at 100 kph
in a current BMC reasonably comfortably. Obviously the engineers did a
bit of redesign work. Just to show you I'm not talking out of my arse,
here's a validating reference! ;-)
http://tinyurl.com/klj2nsl
>
> Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
>
> Even the 1800 fucked up. It was reasonabley low miles [70,000]
In that era, 100,000 miles was considered a very long way for a typical
> Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
>
> Even the 1800 fucked up. It was reasonabley low miles [70,000]
Pommy 4 cylinder engine so 70,000 wouldn't be considered "reasonabley
low miles".
> but after driving to Sy thru the mountains, it spat out its
> rear crankshaft seal. Used sump oil to get home.
> The clutch was wet, but provided you didnt labour the motor,
> it would not slip too much. After this failure I swore off
> pomme rubbish.
clutch area on those was expensive, more so than on the Minis. The only
good thing you could say about the 1800 was that they were a nice car to
drive, very comfortable.
>
> Jason
>
--
Xeno.
Jason James
Dec 27, 2014, 8:18:25 PM12/27/14
to
They were well known for running number 3 big end bearing
> when purged along the highways. The earlier 1500 engined ones were
> happiest at 80 kph. I know as we had an Austin A50, 1955, back in the
> dark ages.
They did not like "motorway speeds" at all. In fact, when
> they first built the motorways in the UK, the old BMC stuff was blowing
> up left, right and centre. By the mid 60s, you could cruise at 100 kph
> in a current BMC reasonably comfortably. Obviously the engineers did a
> bit of redesign work. Just to show you I'm not talking out of my arse,
> here's a validating reference! ;-)
>
> http://tinyurl.com/klj2nsl
> >
> > Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
> >
> > Even the 1800 fucked up. It was reasonabley low miles [70,000]
>
> In that era, 100,000 miles was considered a very long way for a typical
> Pommy 4 cylinder engine so 70,000 wouldn't be considered "reasonabley
> low miles".
> > but after driving to Sy thru the mountains, it spat out its
> > rear crankshaft seal. Used sump oil to get home.
> > The clutch was wet, but provided you didnt labour the motor,
> > it would not slip too much. After this failure I swore off
> > pomme rubbish.
>
> I hope you didn't bother getting it repaired? Anything to do with the
> clutch area on those was expensive, more so than on the Minis. The only
> good thing you could say about the 1800 was that they were a nice car to
> drive, very comfortable.
A mates 3L V6 Capri was one exception. Built tough, and took a flogging. One memorable trip to Sy we sat on 130+ where the back roads permitted. The car felt safe with the exception of sudden oversteer if you pushed it that little bit extra round a bend.
IIRC your A50 was a slightly bigger version of the Lancer/Major. People used that engine in the 2 smaller models
Jason
Xeno
Dec 27, 2014, 9:06:20 PM12/27/14
to
Major was a child of about 1960, the 1800 a child of the mid to late
60s. By the time the 1800 was built the Poms had worked out how to deal
with motorways and build cars that would, within Pommy reasoning, hang
together at speed.
>
>> They were well known for running number 3 big end bearing
>> when purged along the highways. The earlier 1500 engined ones were
>> happiest at 80 kph. I know as we had an Austin A50, 1955, back in the
>> dark ages.
>
> Point of interest,..the 1500cc engines were A series?
No, B Series. A Series topped out at 1300 cc. In fact, they used the A
>> They were well known for running number 3 big end bearing
>> when purged along the highways. The earlier 1500 engined ones were
>> happiest at 80 kph. I know as we had an Austin A50, 1955, back in the
>> dark ages.
>
> Point of interest,..the 1500cc engines were A series?
Series 1300 in the Pommy Marina. They compared well with the 1500 OHC E
Series engines used in the Aussie versions. The E Series engines used in
Aus were excellent, you just couldn't kill the bastards. I am surprised
they didn't use them in the Pommy Marinas.
>
> They did not like "motorway speeds" at all. In fact, when
>> they first built the motorways in the UK, the old BMC stuff was blowing
>> up left, right and centre. By the mid 60s, you could cruise at 100 kph
>> in a current BMC reasonably comfortably. Obviously the engineers did a
>> bit of redesign work. Just to show you I'm not talking out of my arse,
>> here's a validating reference! ;-)
>>
>> http://tinyurl.com/klj2nsl
>
> The LRover police car tells all !
>
>
>>>
>>> Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
>>>
>>> Even the 1800 fucked up. It was reasonabley low miles [70,000]
>>
>> In that era, 100,000 miles was considered a very long way for a typical
>> Pommy 4 cylinder engine so 70,000 wouldn't be considered "reasonabley
>> low miles".
>
> Yeah,..I guess so. BP Visco-static multigrade oil had made its debut, but still...
>
1968, the year I started my apprenticship. Don't know what oils BP had
> They did not like "motorway speeds" at all. In fact, when
>> they first built the motorways in the UK, the old BMC stuff was blowing
>> up left, right and centre. By the mid 60s, you could cruise at 100 kph
>> in a current BMC reasonably comfortably. Obviously the engineers did a
>> bit of redesign work. Just to show you I'm not talking out of my arse,
>> here's a validating reference! ;-)
>>
>> http://tinyurl.com/klj2nsl
>
> The LRover police car tells all !
>
>
>>>
>>> Like the diff, once the pistons cracked [from gudgeon to lower skirt edge] swarf was shedded into the oil. The filter was an element type, and must have been bypassing, as the whole oil;-galleries were full of ally metal flakes which eventually stuffed the BEnd bearings. Replaced engine with a 2nd-handy which had a cracked head. It would boil on long hills, and by then I had enough of it, and sold it for $60.
>>>
>>> Even the 1800 fucked up. It was reasonabley low miles [70,000]
>>
>> In that era, 100,000 miles was considered a very long way for a typical
>> Pommy 4 cylinder engine so 70,000 wouldn't be considered "reasonabley
>> low miles".
>
> Yeah,..I guess so. BP Visco-static multigrade oil had made its debut, but still...
>
but we used Mobil and Castrol. Let me see, apart from the duo-grades,
there was Castrol XL and Castrolite. Castrol oils of that era had a
tendency to be sludgy. GTX was better but it came a bit later on, from
memory. Mobil oils were much better in that regard and customers who
used Mobil Special in their cars never experienced sludging at all. The
engine internals remained free of sludge and varnish their entire life.
Interestingly, whenever we had a car with a run big end bearing, it
always had a Shell lube sticker on the window. Coincidence?
>
>
>> > but after driving to Sy thru the mountains, it spat out its
>> > rear crankshaft seal. Used sump oil to get home.
>> > The clutch was wet, but provided you didnt labour the motor,
>> > it would not slip too much. After this failure I swore off
>> > pomme rubbish.
>>
>> I hope you didn't bother getting it repaired? Anything to do with the
>> clutch area on those was expensive, more so than on the Minis. The only
>> good thing you could say about the 1800 was that they were a nice car to
>> drive, very comfortable.
>
> I know,..it really pissed me off having to give it away, it was a good
> car from many angles ie comfy, handled well, roomy, reasonable power
> and economical. I swore off pomme stuff after that. Some friends had
> pomme cars and they all, virtually without exception, became financial
> liabilities.
Our A50 was definitely a liability. The only thing that never gave us
>
>> > but after driving to Sy thru the mountains, it spat out its
>> > rear crankshaft seal. Used sump oil to get home.
>> > The clutch was wet, but provided you didnt labour the motor,
>> > it would not slip too much. After this failure I swore off
>> > pomme rubbish.
>>
>> I hope you didn't bother getting it repaired? Anything to do with the
>> clutch area on those was expensive, more so than on the Minis. The only
>> good thing you could say about the 1800 was that they were a nice car to
>> drive, very comfortable.
>
> I know,..it really pissed me off having to give it away, it was a good
> car from many angles ie comfy, handled well, roomy, reasonable power
> and economical. I swore off pomme stuff after that. Some friends had
> pomme cars and they all, virtually without exception, became financial
> liabilities.
trouble was the gearbox.
> One which stuck in my mind was a Dolemite.
> Every fortnite it needed work in the shop just about.
> The fuel inj was a nightmare. He was always having trouble with
> it starting and running rough.
1977. As luck would have it, I didn't buy either and, in hindsight, that
was a bloody good decision. The Stag used the "Herald" gearbox! How
crappy was that? Lots of failures...
>
> A mates 3L V6 Capri was one exception. Built tough, and took a
> flogging. One memorable trip to Sy we sat on 130+ where the back
> roads permitted. The car felt safe with the exception of sudden
> oversteer if you pushed it that little bit extra round a bend.
A front heavy car.
> A mates 3L V6 Capri was one exception. Built tough, and took a
> flogging. One memorable trip to Sy we sat on 130+ where the back
> roads permitted. The car felt safe with the exception of sudden
> oversteer if you pushed it that little bit extra round a bend.
>
> IIRC your A50 was a slightly bigger version of the Lancer/Major.
> People used that engine in the 2 smaller models
The 1500 and the 1620 were basically the same engine - I think.
> IIRC your A50 was a slightly bigger version of the Lancer/Major.
> People used that engine in the 2 smaller models
>
> Jason
>
--
Xeno.
keithr
Dec 28, 2014, 8:35:34 AM12/28/14
to
On 28/12/2014 12:06 PM, Xeno wrote:
> Think back to when those respective engines (and cars) were built. The
> Major was a child of about 1960, the 1800 a child of the mid to late
> 60s. By the time the 1800 was built the Poms had worked out how to deal
> with motorways and build cars that would, within Pommy reasoning, hang
> together at speed.
Hmm, my 1800 was a 1964, hardly late 60s.
> Think back to when those respective engines (and cars) were built. The
> Major was a child of about 1960, the 1800 a child of the mid to late
> 60s. By the time the 1800 was built the Poms had worked out how to deal
> with motorways and build cars that would, within Pommy reasoning, hang
> together at speed.
The poms had to perk up their cars after the first motorway, the M1,
opened in 1959 initially with no speed limit, and the punters started
demanding cars that would run at appropriate speeds.
Noddy
Dec 28, 2014, 8:54:12 AM12/28/14
to
On 29/12/14 12:35 AM, keithr wrote:
> Hmm, my 1800 was a 1964, hardly late 60s.
He said *mid* to late 60's. The 1800 was released here in late 1965
> Hmm, my 1800 was a 1964, hardly late 60s.
which very definitely qualifies as "mid", and it got a "series II"
update in 1968 when the ute came out.
I had a 69 model ute. Wish I still had it if for no reason other than
the curiosity value as it was too underpowered to make it a decent
"usable" ute.
If you had a 64 model then it was one of the very first ever made.
--
--
Regards,
Noddy.
Xeno
Dec 28, 2014, 8:55:25 AM12/28/14
to
On 29/12/2014 12:35 AM, keithr wrote:
> On 28/12/2014 12:06 PM, Xeno wrote:
>
>> Think back to when those respective engines (and cars) were built. The
>> Major was a child of about 1960, the 1800 a child of the mid to late
>> 60s. By the time the 1800 was built the Poms had worked out how to deal
>> with motorways and build cars that would, within Pommy reasoning, hang
>> together at speed.
>
> Hmm, my 1800 was a 1964, hardly late 60s.
I did say mid to late 60s.
> On 28/12/2014 12:06 PM, Xeno wrote:
>
>> Think back to when those respective engines (and cars) were built. The
>> Major was a child of about 1960, the 1800 a child of the mid to late
>> 60s. By the time the 1800 was built the Poms had worked out how to deal
>> with motorways and build cars that would, within Pommy reasoning, hang
>> together at speed.
>
> Hmm, my 1800 was a 1964, hardly late 60s.
>
> The poms had to perk up their cars after the first motorway, the M1,
> opened in 1959 initially with no speed limit, and the punters started
> demanding cars that would run at appropriate speeds.
That's right, the old buzz boxes designed to tootle down English country
> The poms had to perk up their cars after the first motorway, the M1,
> opened in 1959 initially with no speed limit, and the punters started
> demanding cars that would run at appropriate speeds.
lanes at a sedate 30 or 40 mph blew themselves to pieces on the motorways.
--
Xeno.
keithr
Dec 29, 2014, 5:20:10 AM12/29/14
to
very low numbered ACT rego, could have been an embassy import. Sold it
in '76 with 160K miles on the clock and a very tired donk. With 3 small
kids at the time it was ideal transport.
Xeno
Dec 29, 2014, 5:47:11 AM12/29/14
to
On 29/12/2014 9:20 PM, keithr wrote:
> On 28/12/2014 11:58 PM, Noddy wrote:
>> On 29/12/14 12:35 AM, keithr wrote:
>>
>>> Hmm, my 1800 was a 1964, hardly late 60s.
>>
>> He said *mid* to late 60's. The 1800 was released here in late 1965
>> which very definitely qualifies as "mid", and it got a "series II"
>> update in 1968 when the ute came out.
>>
>> I had a 69 model ute. Wish I still had it if for no reason other than
>> the curiosity value as it was too underpowered to make it a decent
>> "usable" ute.
>>
>> If you had a 64 model then it was one of the very first ever made.
>>
> Could have been, I bought it second hand in '68 in Adelaide, it had a
> very low numbered ACT rego, could have been an embassy import.
It's possible. On the other hand, was it the build date (1964) that you
> On 28/12/2014 11:58 PM, Noddy wrote:
>> On 29/12/14 12:35 AM, keithr wrote:
>>
>>> Hmm, my 1800 was a 1964, hardly late 60s.
>>
>> He said *mid* to late 60's. The 1800 was released here in late 1965
>> which very definitely qualifies as "mid", and it got a "series II"
>> update in 1968 when the ute came out.
>>
>> I had a 69 model ute. Wish I still had it if for no reason other than
>> the curiosity value as it was too underpowered to make it a decent
>> "usable" ute.
>>
>> If you had a 64 model then it was one of the very first ever made.
>>
> Could have been, I bought it second hand in '68 in Adelaide, it had a
> very low numbered ACT rego, could have been an embassy import.
are referring to or the date on the reg?
> Sold it in '76 with 160K miles on the clock and a very tired donk.
> With 3 small kids at the time it was ideal transport.
--
Xeno.
Noddy
Dec 29, 2014, 6:10:55 AM12/29/14
to
On 29/12/14 9:20 PM, keithr wrote:
> Could have been, I bought it second hand in '68 in Adelaide, it had a
> very low numbered ACT rego, could have been an embassy import. Sold it
> in '76 with 160K miles on the clock and a very tired donk. With 3 small
> kids at the time it was ideal transport.
They were certainly roomy, that's for sure. Just a shame that the 6
> Could have been, I bought it second hand in '68 in Adelaide, it had a
> very low numbered ACT rego, could have been an embassy import. Sold it
> in '76 with 160K miles on the clock and a very tired donk. With 3 small
> kids at the time it was ideal transport.
cylinders were such an unreliable pig and the 4 pot a bit gutless.
--
--
Regards,
Noddy.
keithr
Dec 29, 2014, 7:07:11 AM12/29/14
to
(including the top of Mount Kosciuszko) without any dramas.
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