Locost builders have never let me down yet.

my mate has an mg TF the headgasket went a while back, she had it replaced all was fine and dandy until last night when it threw a rod through the side of the crank case.

Ive had a look in the bay and it looks like a 1600 k series to me. engine model number is 16k4fn17553317.

i have found another 1600 kseries but the engine number is 16k4fp23111095.

went on the rover forum and 16= 1600
K = kseries 4= 4cyl and f = has a cat.

the reckon the rest of the numbers are just the types of dressings on the engin e.g inlet engine mounts etc. does anyone know if this is correct.

secondly does any one have a 1600 k series kicking about surplus she is poor after having just moved out of home.

edit.
Also has anyone done an engine swap on a tf. it looks like its a bit of a mare of a job as its a mid engine and im not as flexible as i used to be.



[Edited on 4/9/10 by ashg]

Send a U2U to Britishtrident, he's the man for all Rover related matters.

All K series K16 1600cc blocks are the same.

All post 94 K16 (ie non VVC ) Heads are the same.
A change occured in 1999 when all K series went over to coil pacts and fully sequential injection.


No great problem in fitting a 1600 engine from a Rover 400/45 to an MG TF but it is easier not to swap coil pack and non coil pack engines.

Also be prepared to swap minor parts over such as the oil filter assembly and water outlet elbow.

One thing that must be swapped is the flywheel and in particular the flywheel inductor ring.

cool great tips there bt. the engines are the same year (2003) and the person selling the engine said that it come out of a tf so hopefully it should be a simple swap.

i cant believe a 50k engine has let go and thrown a rod out the side. whipped the head off the old one this afternoon and the hg is fine. any ideas on the cause? im thinking the damage may have happened when the hg went previously as it only managed the 3month guarantee period before it went pop.

on closer inspection the rod on cyl1 has gone and bashed a hole out of the crank case on both sides.

Nearly forgot most saloons don't have the alloy sump.

I never encountered bottom end problems on K series myself and generally they bottom ends are pretty bomb proof, however in the MG TF the oil temperatures tend to get high.

I've known a couple of K series bottom ends to give problems . Both have had a plastic inlet manifold and rubber gasket which has leaked on either no 1 or no 4 port causing a hydraulic lock/bent conrod. The ally manifold in the MGs seems to seal better than the plastic items but could possibly have been the cause ?