2,25L Series mootorite välimääraja

[landy]

Quite often we hear the question asked whether a vehicle is fitted with a 3 main bearing engine, or a 5 main bearing engine, and how can you tell which is which?

A simple way of ascertaining whether you have a 3 or 5 bearing engine is to look at the castings on the block. There are extra ‘webs’ cast into the block on 5 bearing engines, to strengthen the unit. Below you will see two photographs, the top one of which is a 3 bearing engine, and is painted a duck egg blue colour.

petrol2_25_1.jpg

You can see the engine number on the block quite clearly in the above picture.

The second photograph shows a 5 bearing engine, and again you can see the engine number quite clearly, and it is pretty easy to see that it is a terracotta red colour!

petrol2_25_a1.jpg

It is also very easy to see the extra webs in the casting of the block.

Now, a bit more about engine numbers…

There has been a range of engine numbers supplied to the 2.25 litre engines we have fitted in our Landies.

Numbers commencing with 151 are early SII 2.25, 3 Main Bearing engines.

Series IIa 1968-71, numbers commencing with 271 suffix A –J are 2.25, 3 main bearing diesel engines, as are 276 suffix A – J and 271 suffix K onwards.

Numbers commencing 237 and 252 are 3 main bearing 2.25 petrol engines, of 7:1 compression ratio.

The engines fitted to SIII’s are numbered as follows. (Commencing with the first 3 numbers)

901…….3 main bearing, Petrol, 8:1 compression
902…….3 main bearing, Petrol, 8:1 compression
904…….3 main bearing, Petrol, 7:1 compression
906…….suffix A – J, 3 main bearing, Diesel
951…….3 main bearing, Petrol, 8:1, military specification
952…….3 main bearing, Petrol, 7:1, military specification


From 1982 onwards Land rover started using the 5 main bearing engines in their vehicles, and in fact some of the petrol engines were carried over into the early 90’s and 110’s.

361……5 main bearing, Petrol, 8:1 (36123672B onwards metric)
364……5 main bearing, Petrol, 7:1 (36407286B onwards metric)
365……5 main bearing, Petrol, 8:1, military specification
And last, but by no means least,
366……5 main bearing, Diesel (36619420B onwards metric)
369 Odd one this. Seen a few now... According to Turner engineering this is a 2.25 5 BRG diesel, probably fitted to a London taxi (Hackney carriage) which used to use the old BMC diesels. An upgrade for a taxi...

The engines that were carried over to the 90’s and 110’s have serial numbers beginning with 11H and are not exactly the same as the Series engines…they have different front covers, manifolds, carburettors and distributors, to name but a few differences.

Sometimes too, we hear the question, ‘How do I know what compression ratio my engine is?’ Again, a look at the engine numbers will tell you, but if for some reason the number is obscured, then you will find the number cast into the cylinder head, as in the photos below. The top one is an overall view and the bottom one a close up of the stamped mark on the head, highlighted in red. It is important to note however, that this is not always the case…sometimes the compression ratio wasn’t stamped on at all!

8to1a.jpg

8to1b.jpg

It is also worth noting at this point that none of the 2.25 petrol engines described here were ever designed to be run on unleaded petrol. So, to do so, you would either need to obtain and fit an unleaded head, or run using an additive designed to replace the missing lead in the fuel.

Many thanks indeed to Frida, of Turner Engineering for the invaluable assistance with the numbers, and also for supplying Photograph’s of the two types of block. Thanks too, to forum member sf<>< for the images showing the 8:1 compression stamp on the cylinder head.

Turner Engineering’s website can be found at http://www.turner-engineering.co.uk/ . It is well worth a look, especially the section dealing with the reconditioning process.

[landy]

Lisainfot:
https://www.glencoyne.co.uk/engno.htm

Land Rover engine numbers

Most older Land Rovers have had at least one engine change in the past. Land Rover engine designs did not change often, but there are a couple of key changes which may not be immediately obvious just looking at an engine, and for which the serial number can be very invaluable. The most obvious ones are:

- Major redesign of the 2286cc petrol engine in 1961, when the Series IIA replaced the Series II

- Diesel engine redesigned and increased from 2052cc to 2286cc at the same time

- Change from 3 bearing to 5 bearing crank on 4 cylinder engines around 1980

- 2286cc petrol replaced by 2495cc in 1985 - the new engine has hardened valve seats and will run on unleaded



A couple of other points worth knowing in relation to engine numbers. Firstly, the 2286cc petrol and diesel engines had interchangeable cylinder blocks. It is not uncommon for engine reconditioners to mix and match components, so you may find a diesel engine with a petrol serial number or vice versa. This should not be a problem on 5 bearing engines as the petrol and diesel used the same crankshaft, but on the earlier 3 bearing engine, petrol crankshafts were cast, and much weaker than the forged items used in diesel engines. If you put a petrol crankshaft in a diesel engine, it will run fine but may break under load. So if you find a diesel engine which has a petrol serial number on it, you need to be sure that the crankshaft has been replaced with the correct diesel type. To confuse matters more, some unscrupulous firms have been known to put petrol cranks in reconditioned diesels, and hope they last until after the warranty runs out. So with a 3 bearing diesel of unknown history, the safest check is to remove the sump and take a look inside. (Sump gaskets are very cheap, and you can clean all the old gunge from the bottom of the sump at the same time.) If the crank has a large letter 'P' cast into it, and is of smooth appearance, it is a petrol crank. If it is slightly rough looking and has no letter 'P' it's a diesel crank.

Compression ratios: although Land Rover used different serial numbers for low compression (7:1) and high compression (8:1) four cylinder petrol engines, the cylinder heads are interchangeable between the two, so the engine number is not a reliable guide to the actual specification. The compression ratio is cast into the side of the cylinder head.

Also worth knowing is that Land Rover introduced a new cylinder block for the 2.5 Turbodiesel (part no. ERR479) from engine number 19J27515C. I have not been able to confirm, but suspect that this block was strengthened to get round the block cracking problems for which the 2.5TD had become notorious. Certainly the later (1989-90) 2.5TD seems more durable than the earlier ones. If I were rebuilding one of these engines I would try to get hold of a late block just to be sure - I certainly wouldn't bother rebuilding an earlier one.

Finally, whereas the 2286cc petrol and diesel blocks have the same part number, on 2495cc engines they are different (and the TD is different again). So I do not know whether these blocks are interchangeable.



Finding your serial number: On four cylinder engines, the engine number is stamped on a flat area just forward of and below the front exhaust port, between the exhaust manifold and the water pump housing. On V8s it can be seen by looking down between number 2 and 3 exhaust outlets on the left hand (dipstick) side.

10Gxxxxxx Series III petrol 3528cc V8

10Hxxxxxx 90/110 petrol 2286cc 8:1 CR

10Jxxxxxx 90/110 diesel 2286cc

11Gxxxxxx Series III petrol 3528cc V8 (detoxed)

11Hxxxxxx 90/110 petrol 2286cc 8:1 CR (detoxed)

11Jxxxxxx 90/110 diesel 2495cc late military spec (19J block)

11Lxxxxxx Defender 200TDI diesel 2495cc

12Gxxxxxx Series III petrol 3528cc V8 (Australia)

12Jxxxxxx 90/110 diesel 2495cc

12Lxxxxxx Discovery 200TDI diesel 2495cc manual transmission

13Hxxxxxx 90/110 petrol 2286cc 7:1 CR

13Lxxxxxx Discovery 200TDI diesel 2495cc automatic transmission

141xxxxxx Series II petrol 1997cc

146xxxxxx Series II diesel 2052cc

14Gxxxxxx 90/110 petrol 3528cc V8

14Jxxxxxx 90/110 diesel 2495cc (ex London taxi)

14Lxxxxxx Range Rover Classic 200TDi diesel 2495cc manual transmission

151xxxxxx Series II petrol 2286cc

156xxxxxx Series II diesel 2052cc

15Gxxxxxx 90/110 petrol 3528cc V8 (detoxed)

15Jxxxxxx Diesel 2495cc (ex Sherpa van)

15Lxxxxxx Range Rover Classic 200TDi diesel 2495cc automatic transmission

16Lxxxxxx Discovery/Defender 300TDI diesel 2495cc

17Hxxxxxx 90/110 petrol 2495cc 8:1 CR

19Jxxxxxx 90/110 turbodiesel 2495cc

21Lxxxxxx Discovery/Defender 300TDI diesel 2495cc

23Lxxxxxx Discovery/Defender 300TDI diesel 2495cc

236xxxxxx Series IIA petrol 2286cc (fitted to 88 inch airportable)

241xxxxxx Series IIA petrol 2286cc 8:1 CR

251xxxxxx Series IIA petrol 2286cc 7:1 CR

252xxxxxx Series IIA petrol 2286cc 7:1 CR

253xxxxxx Series IIA petrol 2286cc 7:1 CR

271xxxxxx Series IIA diesel 2286cc

276xxxxxx Series IIA diesel 2286cc

286xxxxxx Series IIA petrol 2286cc (Forward Control)

300xxxxxx Series IIA petrol 2625cc (Forward Control)

325xxxxxx Series IIB petrol 2286cc (Forward Control)

330xxxxxx Series IIB petrol 2625cc (Forward Control)

335xxxxxx Series IIB diesel 2286cc (Forward Control)

345xxxxxx Series IIA petrol 2625cc

361xxxxxx Series III petrol 2286cc 8:1 CR 5-bearing

364xxxxxx Series III petrol 2286cc 7:1 CR 5-bearing

366xxxxxx Series III diesel 2286cc 5-bearing

895xxxxxx Series III diesel 2286cc 3-bearing (fitted to 88 inch airportable for export)

901xxxxxx Series III petrol 2286cc 8:1 CR 3-bearing

902xxxxxx Series III petrol 2286cc 8:1 CR 3-bearing

903xxxxxx Series III petrol 2286cc 8:1 CR 3-bearing

904xxxxxx Series III petrol 2286cc 7:1 CR 3-bearing

906xxxxxx Series III diesel 2286cc 3-bearing

941xxxxxx Series III petrol 2625cc

951xxxxxx Series III petrol 2286cc 3-bearing (fitted to 88 inch airportable)

956xxxxxx 101FC petrol 3528cc V8

961xxxxxx 101FC petrol 3528cc V8

[landy]

Sii Ja SIIA 2,25 mootorite erinevused:
https://www.lrfaq.org/Series/FAQ.S.eng.IItoIIADiff.html

Series Land Rovers
SII 2 1/4 4 Cylinder Petrol Engines compared to the IIA David Cockey

Land Rover Series IIA and Series II cylinder heads

A photo of a later Series Land Rover cylinder head on top of a Series II Land Rover cylinder head showing the differences in the shape of the thermostat housings. Photo by Bob Bernard.

A recent comment that a series II engine is almost impossible to get parts for now prompted this discourse on the differences between SII and later 2 1/4 petrol engines, and the parts situation. While the SII engines have some unique parts, they are very similar to the later engines.

The new 2 1/4 litre petrol engine was announced in conjunction with the Series II announcement in April 1958. The 2 1/4 4 cylinder was the standard petrol engine in 109s from the start of SII production, and replaced the 2 litre petrol engine from the SI in 88s several months later. A number of significant revisions were made in 1961, generally coinciding with the introduction of the SIIA in September 1961. It then remained in production through the early 90s and 110s, although further modifications were made along the way, including a 5 bearing crankshaft in 1980. SII engines have 9 digit engine numbers starting with 1 while the later engine numbers have 8 digits starting with 2 and a suffix letter. Now for a comparison of the SII 2 1/4 engines and the later versions.

Carburetor and intake: same as SIIA through suffix H with Solex carburetor.

Ignition: same as SIIA with 7:1 compression ratio.

Generator: Lucas C39 rather than C40 used on SIIA.

Mounting bracket arrangement is different but the bolt holes on the generators are the same. Have a bad C39 rebuilt or replace with a C40.

Starter: same as SIIA Exhaust: 1958-60 SIIs have a manifold with a bend at the outlet, and the front pipe exits horizontally above the frame through the wheel well. 1961 SIIs and SIIA/IIIs have a manifold with the front pipe exiting straight down inside the rail. SII exhaust manifolds are available in Britain, but front pipes are difficult to find and may be close to unavailable. The standard alternative is to bolt on the SIIA/III manifold and pipes

Thermostat and housing: The 1958-69 SII have a one piece thermostat housing which uses a bellows type thermostat with a moving shroud. The 1961 SII and later use a three piece housing assembly. The bypass pipe was unique on 1961 SII (don't know reason, and don't what if anything is required to use a later outlet pipe on a SII). The 1958-60 thermostat is virtually unobtainable, so the only alternative appears to be conversion to the later SIIA/SIII arrangement. Don't be tempted to run without a thermostat, or with a different type. A cracked cylinder head may result.

Water pump: The SII and SIIA/SIII water pumps are common except for the housing. The SII has 8 bolt holes while the SIIA/III has 9 bolt holes. The SII water pump can be found but is expensive. The alternative is to rebuild a good SII housing with the same rebuild kit as used for SIIA/III.

Valve gear: SII uses two half length shafts rather than one full length shaft, and uses different brackets. The rockers, valves, etc. are the same. RN has the SII shafts in their catalog for less than SIIA/III parts.

Head casting: SII is different than SIIA, reportedly because of a tendency for the SII head to crack. (Our SII SW had a replacement head fitted when several years old) Replace a cracked SII head with a SIIA/SIII head.

Oil pump: The 1958-59 oil pump is shown in the parts books as different from the 1960 onwards pump. Differences are unknown, and I don't know if the later pump can be substituted.

Crankshaft, rods, main and rod bearings: The bearings are smaller in the SII engine compared to the later SIIA/SIII engines. Bearings are becoming very difficult to find, and original size is nigh impossible to locate. The SII petrol engines shares bearings with the 2 litre diesel. I suspect that the bearings were enlarged in 1961 with the introduction of the 2 1/4 litre diesel, and the petrol bearings were enlarged at the same time to maintain commonality. Pistons and rings: SII is the same as later engines. Front cover: SII is cast iron and different. Replacements are available, but when does it need replacing?

Block: The SII block is unique due to the different bearing diameter. Replace a cracked or otherwise unusable block with what you can find and afford. If the block is gone it may be worthwhile switching to a SIIA/III short block. Other than the differences listed above, the SII petrol engines are the same as early SIIA engines, and no more difficult to find parts for than early SIIA parts. You do need a parts book or two, do some searching and occasionally be prepared to order from the UK. There is absolutely no need to replace a SII petrol engine "just to keep it on the road" unless the engine is otherwise dead.

From the OVLR Newsletter, January 1996