Gilbert

**whitehillbilly64** · 14th April 2015, 08:05 PM

Hi Bacicat,
Diff and gearbox have a drain plugs with a recess up into the plug.
Just found this.

Land Rover Parts - 3: DRAIN PLUG (with washer) for axle case and fuel tank

drain plug on series III diff housing

whitehillbilly64

**JDNSW** · 14th April 2015, 08:14 PM

The 2.25 engine is, as far as I know, unique in that it is the only engine ever designed from a clean sheet specifically for a utility light four wheel drive.

Compared to the Holden engine it is much more robust, sharing the block, crankshaft and many other parts with the diesel. It is deisgned to operate at steep angles and withstand abuse. Unlike the Holden engine (most varieties, anyway) it is happy to run all day at 4,000rpm, and the gearing reflects this. However, if you do this, fuel consumption will be high.

In good condition, the performance, aided by this high rpm ability, is not far behind a Holden installation. Most Holden engine enthusiasts are comparing performance between their worn out 2.25 and the good Holden engine they replaced this with. At the time this was a lot cheaper than overhauling the 2.25.

John

**loanrangie** · 14th April 2015, 09:54 PM

I thoughg the 2.25 was just a revision of the rover 2ltr motor from the saloon ?

Sent from my GT-I9300 using AULRO mobile app

**JDNSW** · 15th April 2015, 06:03 AM

Originally Posted by loanrangie

I thoughg the 2.25 was just a revision of the rover 2ltr motor from the saloon ?

Sent from my GT-I9300 using AULRO mobile app

No, they are very different engines. The 2ltr engine (which was used in both saloons and Landrovers) is a overhead inlet, side exhaust design, dating from the beginning of the 1940s, providing good breathing with a hemispherical combustion chamber, and made in a variety of four and six cylinder variants from 1.6 to 3.0 litres. Landrovers used 1.6, 2.0 fours, and 2.6 sixes.

The 2.25, a straightforward pushrod OHV engine, was developed specifically for the Landrover, with both petrol and diesel versions, a 2.0 diesel version appearing in 1957 in the Series 1. The petrol version, 2.25l, appeared in the Series 2 in 1958, and the 2.25 diesel in 1961 with the Series 2a. It was also used in the Rover 80 saloon.

Modified to five main bearings in about 1981, and enlarged to 2.5l in 1984? it continued in Landrovers (but not in Australia) until petrol fours were dropped and the diesel was replaced by the 200Tdi, itself a derivative of the original 2.0/2.25 diesel.

Hope this helps,

John

**whitehillbilly64** · 15th April 2015, 08:20 AM

Hi,
will the Head from series 2's fit with out any problems ????
Any difference with compression ratio's ????
Any cracking problems, with the heads, to look out for ????
Thanks

whitehillbilly64

**JDNSW** · 15th April 2015, 09:40 AM

Originally Posted by whitehillbilly64

Hi,
will the Head from series 2's fit with out any problems ????
Any difference with compression ratio's ????
Any cracking problems, with the heads, to look out for ????
Thanks

whitehillbilly64

Heads for 2.25 petrol engines come in two CRs, 7:1 and 8:1. these are interchangeable. The 8:1 heads and later 7:1 heads have a raised square boss cast on the upper surface of the head, between the rocker cover and the carburetter. This will have either an 8 or a 7 stamped on it. No boss = 7:1. The change to heads was during Series 2a production.

But note that the head may have been skimmed and not re-marked since it left the factory. The head with a boss will stand skimming to 9:1 or even higher, but the one without may not have enough metal to stand this.

Very early heads may have the thermostat extension interfere with the later water pump, especially if skimmed.

I have never heard of one cracking, but can't say it hasn't happened. Since the engine uses the head material as valve seats, valve seat recession is possible if the engine is operated on unleaded fuel, but my experience suggests this is rare, and will only happen if the engine is used for prolonged operation at high power settings, such as extended freeway use. If it happens, or as a precaution, installing steel exhaust valve seats is a routine operation, and would usually be done if having the head professionally overhauled.

John

**whitehillbilly64** · 18th April 2015, 05:28 PM

Hi,
Here are some pics of the motor.
Engine oil, not dirty, looks like it was put in 500 miles ago.
Just need a cylinder head !!!!

whitehillbilly64

**whitehillbilly64** · 18th April 2015, 05:30 PM

Gearbox,
Covered in half inch of mud.
Someone had been in to it, green silicone sealer used. Looks like it was all pulled apart some time since 1977.
Will have to check the colour of the oil.

whitehillbilly64

**whitehillbilly64** · 18th April 2015, 05:42 PM

Piston Question.
These are the numbers/letters on my piston.
No, 1, first piston.
X, which way round the Piston sits. towards the fan on this motor ????
A ????
Hoping ' A ' is STD bore.
Worst ridge, of bores is cylinder. 1, towards fan side of bore.
Could this be a thrust bearing issue ????
Other three not to bad.
I have the Dash out of the series 3 the motor and gearbox came out of. 26,000 miles maybe genuine.

Thanks.

Whitehillbilly64

**whitehillbilly64** · 26th April 2015, 06:30 AM

Hi All.
Quick update.
Now I have a manual, the X is the side the gudgeon pin has to come out of the piston.
The 'A' is the grading of the piston. 'A' through to 'D' in 1 thou steps.

At the factory, blocks are bored and honed on the line, then measured, graded and stamped with the grade size. The reason they have to be graded like this is because the cylinders cannot be bored and honed with absolute accuracy, partly due to the accuracy of the machine setup, and partly due to wear in the tools. As a result, the finished bore size can vary. Its a similar story with pistons, so once they are machined they are also measured, graded and stamped. Then, when the block moves down the line far enough to have the pistons fitted, its simply a case for the engine builder to read the grade letters stamped on the block and select matching grade pistons and rings (again these would have been measured and graded to suit the pistons) and he would fit them into the block. Now, the range of the grades used is actually a lot wider than necessary to cover the variation in boring and honing alone. The reason for this is it allows badly bored or honed blocks to be opened out by a grade enabling the block to be used instead of being scrapped. This is why new engines often have three cylinders at one grade with the fourth a grade or even two larger, that fourth cylinder being honed further to take out deep scratches or ovality that would otherwise have made it unusable.

whitehillbilly64

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