BROKEN BENTLEY / ROLLS ROYCE 6 ¾ L-Series V8 Full Engine Teardown
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- เผยแพร่เมื่อ 20 ก.ย. 2024
- For parts Email us at Importapartsales@gmail.com or visit www.Importapart.com!
Here's weekly dose of your catastrophic engine forensics! Every week you can find a new teardown of some abused, misused and/or poorly designed engine. I've got over 160 videos of failed engine teardowns on this channel.
Today's teardown is a very special treat! A Bentley/RollsRoyce L-Series V8! This antiquated specimen was on the shelf for years at a salvage yard, maybe even decades! This particular engine is an L410i from what I believe to be a 1987 Mulsanne S. 230hp, 398tq out of this 6 and 3/4 Liter V8! At some point, some pretty bad things occurred to this poor engine which likely led to the car being dismantled. Lets tear it down and try to figure out what happened as well as what parts I can salvage.
Why am I doing this? My name is Eric and I own and run a full service auto salvage business called Importapart. Part of our model includes buying and dismantling blown up/core engines to resell the usable parts. We do not rebuild or repair engines, instead we sell parts to those who do!
I really hope you enjoyed this teardown. As always I love all of the comments, feedback and even the criticism. Catch you on the next one!
-Eric
Not knowing your way around an old engine???? You are definitely NOT a qualified mechanic. Your are a rank beginner. I am not a mechanic, but would be more competent than yourself.
For sure, I am not a mechanic.
@@I_Do_Cars Take no notice, From the amount of engines you've taken apart and the years you've been doing this, I would definitely say that you are very experienced with many types and makes of engines, expensive, rare English engines, such as Bentley and Roles Royce - It is understandable that these are rare as hen's teeth over in the US and that you may have never stripped one down before to be experienced with how these engines come apart... for what it's worth I'm an English guy and think that you did very well to get that big old engine apart without doing much damage to any of the valuable components that you can resell - Well Done ! 👍👍👍
"your are a rank beginner" followed by "I would be more competent than yourself"
[Price is Right losing horn intensifies]
@@notsureigafLMFAO
No one has to be a "qualified mechanic" to do a disassembly to reveal issues. Anyone familiar with working with any kind of engine and having a decent set of tools on hand could be worth watching. It's not like this engine is being torn down for hire or a customer, we're sharing in an experience, the less critical one sees, probably more satisfying.
Somewhere, right now, there is a retired Bentley mechanic losing his mind yelling at his computer screen.
Lol so it's your fault the things suck @@eraserewind5510
That's exactly what I thought when I saw Eric start to jam that massive spud bar in the engine.
Im not old but i worked on these fuckers and they are disaster since they started waay back in the 60s Rolls all the way to 2014.. there's atleast 10 different fuel system and variations in these behemoth
The girl in the commercials probably owned this car.. would not surprise me 🤣🤦♂️ BEANT LEE
I promise I won't yell too 📢🔊😊
The Mulsanne was top-of-the line in its time. It was massive, heavy, and built to tank-like standards. Congratulations! It's a rare beast!
He only got the engine, not the car 😂
Until Mike Dunn and engineering team got hold of this, the Mulsanne Turbo could get all four tyres squealing at 30 miles per hour in a very mild corner. Mulsanne Turbo R explored more of the engine's capability, and matched the car to the utterly immense torque curve.
The more I observed, the more it reminded me of an industrial engine.
It's just the Turbo R @@AndrewMarsh-si6zs, they dropped the "Mulsanne" from the name at that point. I have a late example of one, fantastic cars.
I drove this exact car at a dealer I worked at. It was so smooth, but at the same time so powerful yet slow… an enigma.
You forget the old English adage - why make something difficult, when, with a little thought and planning, you can make it impossible 😂
Just had to laugh at this one, worked on 1960s LEYLAND BUSES for over 10 years, 1970s 80s.
Always mix metric and imperial sizes on your engine! #80s
This is just too funny. Picturing some old British geezer with bad teeth putting this engine together back in the 80's.
That engine is a beast, looks like something for a truck rather than a car. Thanks for the teardown video. 👍
That needs to be on a shirt.
Eric - The 'U' on those bolts probably stands for UNF, or Unified Fine. It's an old imperial thread standard, and will also be why you find threads that looked like 9mm or 7mm - that'll actually be an imperial fraction. Bear in mind that these engines were designed a very very long time ago!
U refers to the strength of the bolt look at the rocker shaft bolts they are stronger!
British engines used BSF or BA (Thury) threads. BSF uses Whitworth bolt heads where the head was originally 1.414 times the bolt diameter (but they stepped the head size down one step during WW1 to save steel).
UNF was a US thing.
@@allangibson8494 Having spent nearly 40 years as an engineer, I feel qualified to say the idiot that designed UNF should have been sent to the Tower of London and had certain 'bits' chopped 'orf'. British Standard Fine and Course made by Whitworth originally not only were theoretically the best but on test the best. UNF and UNC were American. No wonder their aircraft .........
@@jp-um2fr It’s application specific.
BA & Thury Is optimised for brass.
BSW & BSF is optimised for iron & steel.
UNF & UNC is optimised to look pretty on a drawing. Metric is similar.
ACME is optimised for vice threads (and for annoying coyotes chasing roadrunners…).
There were dozens of others in the early 1800’s too like Holtzappfel with weird pitches based on hand cut lead screws…
@@allangibson8494 Unified threads appeared during WW2 they were introduced to reduce production costs and at the same time be compatable with the ANF and ANC threads used on US supplied equipment.
UNF and UNC threads use the same 60 degree thread form as ANF and ANC threads but with a radius at the root as per the Whitworth form threads. Unified threads became the standard on all British cars built after WW2.
Regarding the aluminum camshaft gear: I found a possible reason for it: noise. The engine's designers used helical gears in places that would normally not see them, apparently to control noise. If you have a crankshaft gear driving a camshaft gear twice as large, you might get vibration resonances between them. But if you change the speed of sound in one gear you also change the wavelength of the sound. (Speed = wavelength × frequency) The speed of sound is determined by the stiffness, the density, and the rate at which the material dissipates sound as heat (disordered vibration). In most metals, the dissipation has only a minor effect, and the speed of sound is approximately the square root of the quotient of stiffness divided by density (all in conforming units). Aluminum may be a bit less stiff than steel but is far less dense.
A second effect occurs at the point of contact. The greater the difference in the speed of sound, the less vibration energy will be transmitted across the contact, and the more will be reflected back.
So ... does the Aluminum suppress noise? A plausible maybe.
That's a hell of a good guess.
...the speed is controlled by the stiffness, the density, and the rate .... now why is my girlfriend asking about the stroke?
Very close, it's slightly more sophisticated than that. The transmission of sound (vibration) between solids is governed by their acoustic impedances.
Acoustic impedance is the ratio of acoustic pressure to flow and, because physics, equals the product of the density of the material and the speed of sound in that material.
The speed of sound in aluminium and steel are very close, as you noted. Since their densities are very different they have different acoustic impedances so some of the vibration is reflected at the interface rather than being transmitted.
@@lyrebirdcyclesmarkkelly9874 Thank you for replying to an older comment. I will look that up!
15:20 these are the hydraulic pumps for the self levelling suspension at the rear and also the brakes. There are two redundant circuits (2 callipers on each of the front wheels) so there's a separate pump on each end of the camshaft.
That is incredible! I never would have guessed. Who came up with all that? Bosch?
@@zxggwrt Citroen. Note too - the brake calipers are applied with the suspension fluid. Pressing the brake pedal allows fluid pressure from the accumulators into the brake system. There's no booster, and no brake master cylinder.
@@zxggwrt RR/Bentley licenced Citroen's hydropneumatics tech - it ran the power steering, suspension, brakes, (and I think windows, and wipers.)
My 23 year old bmw has self leveling rear suspension and it’s just ran by the power steering pump. Interesting to see other designs
@@katzicael just suspension and brakes, the power steering on Citroën I believe was part of this system but on RR/Bentley the power steering pump is separate. Also the windows and wipers are electric, I think you also might be thinking of the Mercedes 600, which had hydraulic windows, seats and sunroof (not sure about wipers)
If you think that head was a challenge, try pulling an XKE/XJ6 head-
The head studs extend into the water jacket, and EVERY stud builds up corrosion and fights you. The last time I pulled one, it took about three days of prying, penetrating and prying some more.
How many new swear words did you invent?
The 3 Ps
Even worse when someone uses chemeweld for a repair
I wonder how many Bentley mechanics use a 2x4 to tear down the engine?
Bentley must have gotten a liking from the Citroen engineers about the need for "tool, special" to do things, because that engine screams that there are at least 20 special tools that you need to both maintain it, and overhaul it.
They even spiraled the oil pump gears for quiet performance wow it looks like a ton of care when into designing this engine honestly and overall a very reliable design wow I'm actually very impressed
Agreed, there was some great engineering that went into this, but also some surprisingly not great stuff (combustion chamber design and ports look very archaic even for the 80s). Not a cheap engine to produce for sure.
@@ferrumignis Remember it was designed and developed in the 50's and built for torque not hp. 🙂
@@Slaktrax It's also not mandatory to keep exactly the same design for 30 years with no improvements...
@@ferrumignis It was used from 1959 to 2020! VW went back to this engine after the deal to use BMW engines in Bentleys lapsed (as part of BMW getting Rolls Royce cars and VW getting Bentley cars). It would be interesting to see what the "late model" versions look like, they were making 500hp with twin-turbos in the end. Obviously 500hp is not a lot for a 6.75L twin-turbo engine, when a 6.5L Ferrari V12 was making 800hp naturally aspirated -- but horses for courses and such high revs would be undignified for a Bentley I guess. I assume there is a good reason this engine stayed in service while the Volkswagen W12 was discontinued (oops, the W12 continues actually -- all the more curious).
@@TassieLorenzo Was the 2020 turbocharged engine still a pushrod design?
Eric nailed it when he said it looked like a tractor engine. Big and sturdy without much modernization since it's inception.
Somewhere in Pakistan are two old guys and a young lad lwatching this and going 'easy fix, hold my sandalss Abdul and I'll fire up the welder'
Thank you Josh for donating the Bentley motor for a great teardown. Thank you Eric for all your hard work bring this video to us. And a special thank you goes to "Blue" for making his contribution making this teardown fun to watch.
I don't think it was donated.
It was definitely "sold" because Josh runs a business as well. But probably not much more than scrap value.
What a wild ride. Once the heads were off, I saw the bathtub size combustion chamber, hence the low power numbers for a V8 of that size. Total 80`s. Thanks Josh for this weeks lump. Our Saturday night is now complete. Thanks Eric, wow 8 hr teardown.
Yep, the crude "wedge" combustion chamber design, quite small valves for the bore size and some pretty awful looking ports all add up to not a lot of power. Really interesting engine though.
@@ferrumignis the ports looked nice to me though. some 10:1 pistons and larger exhaust and i bet it makes 85hp to the wheels more
@@ct1762 intake ports look large mainly because the gasket surface is at an angle to the port. Poorly shaped, and the valve angle looks to be 30-something. Notice the 1" plus diameter of the lifters? gets you the ability to put a near roller lobe on it. All irrelevant though, really....
IIRC, the Rolls Royce club in the UK has a literature library containing some original documents from the late 1950s going into the various designs considered for their new V-8. One head design was a full-blown hemi, but the valve actuation architecture was deemed to noisy for some reason. While RR did investigate the Cadillac V-8 of the time, the only component they fawned over were the hydraulic lifters. They were mightily impressed with the tolerances and machine work of Caddy's design and incorporate some of it into the L410.
This, by far, is my most favorite engine teardown, ever!!! To think that a Bentley, a Bentley can get damaged that bad!!! I’ve been watching your videos for quite a while, but this one takes my breath away.
Quite impressive. The remains of the oil made me decide it was a very inferior grade, probably paraffinic base stock and went way too long before changes or refresh;
My words exactly. No comment.❤
I love all your teardowns, but these rare engines are my favorite. Great work.
Thank you very much Josh for donating this engine. Another fantastic video Eric. Every one of your videos is informative, entertaining and I love your comments and humour. Thanks to Blue for putting in an appearance. Keep them coming Eric.
Also known as K-Jetronic fuel injection. My 1974 Volvo 145 has this system and is totally complete and functional. The components are now horribly expensive to replace.
My solution to avoiding Jetronic as an alternative to carbs was to just install a B230FT and roll LH 2.4. Anything to not have Jetronic.
I had about the same year 145 with the same injection. Also had cold start injector. Actually flowed better than L-jetronic injection.
That's Volvo for ya.still like them older Volvo tho
My 75 Audi has K-Jetronic and worked brilliantly and it never let me down, my 79 Volkswagen on the other hand was persistent pain in the ass as it had an electronic warm-up regulator to control the cold start injector; it never worked right and it was hugely expensive to replace even back then, I had to resort to adding a switch on the dash to trigger the cold start injector manually when cold starting it.
My 85 gti has one ,rebuilt it and works great,although they are temperamental
Not 5 minutes in, and this feels like the equivalent of an archeological dig! What a treat!
😄👍
WTF !
There is something oddly poetic about finding a "lawn mower" plug in Bentley/RR finest, longest lasting, old school engine! I have been amused for years by the Brit's affinity for weird engine displacement designation. (My heritage, by the way😢) Another weird find would be a blown up Landover 2.25Tdi!
Fabulous find!
The 6.75 litre V8 has one quarter the displacement of RRs most famous engine, the 27 litre V12 "Merlin" Aero engine. Somebody probably thought that was cute.
One has to wonder if that lawnmower spark plug was to "fix" the correct length plug getting mechanically regapped.
@@dagamer667 ... or having its core ejected from the engine!
@@dagamer667most likely when they redid the cylinder head it smacked the spark plug so they recapped it with a lawnmower spark for the duct tape effect and clearly wasn’t what killed it
@@jugganaut33 Either way, after seeing that lawnmower spark plug, I was not at all surprised to see the "my buddy knows a guy who can do it cheaper" resurfacing job.
As for the Merlin, a group of people in Sweden are using its sister engine, the Meteor (from a Centurion tank) for an engine swap:
www.youtube.com/@TheMeteorInterceptor
Great teardown, one of the most interesting so far. My Grandad worked at the RR Crewe factory in the 1980's, he was very proud of what they did there. If you could find the chassis number of the car that engine came out of, you would be able to find out the name of the mechanic who put that engine together 40 odd years ago.
A Friends father also worked there, a Mr Delaney in the sixties seventies and thru to the early eighties.
we lived in Winsford
@@Mark-xl8gg My grandad was TG Green, we lived near Sir Delves Broughton's estate.
If it is anything like Gardener, there should be the engine builder's name stamped somewhere on the block.
Good times. I find it as interesting as you. Thank you for the opportunity to see all the carnage over the years.
Camshaft cogs rather than chain or belts is sensible for longevity.
Much better than the long triple chain arrangement on v8 audi and benz.
Probably used helix cam gear drive for a quieter running engine vs. a chain. Silence over cost of manufacture, but using aluminum for the cam gear is just weird. Brass or bronze gears for distributor and oil drive are possibly more silent yet probably very pricey materials (not that it matters on a RR product). Not sure why bolt on lifter bores vs. cast in were decided on. Liners vs. cast-in cylinders. Iron cam riding in a iron block with no cam bearings. Grooved upper AND lower main bearings is a poor decision (super heavy pistons, rods and crank) skewed to getting oil around the bearing vs. having the lower bearing endure the test of time handling torque and internal reciprocating mass. Thick, heavy steel for the oil pan most likely for noise reduction. Studs are great for building an engine, but sending them through crankcase (oil vapor coking on studs) or water jackets (corrosion) is just wrong. Worrying about bolts coming loose over sound design. I guess these engines are replaced as units and never rebuilt if they grenade.
cam gear is probably not aluminum. but there is not a lot of load on that and certain aluminum alloys are very tough
@@retiredbore378 yeah I don't have that much experience with long term wear studies as you seem to have had. I know I had a bronze distributor gear chunk out when wearing for low miles against a steel cam gear. I switched to iron or steel and it has stayed intact. I became concerned about alignment as the distributor allowed some vertical adjustment for where it would engage the cam gear if my memory serves me correct. That taps out my knowledge on the subject!
Heavy duty truck engines often run gear drives to overhead cams, there is simply a train of idler gears running up to the head. Expensive way of doing things, but hard to beat when it comes to strength.
@@retiredbore378 "Gear drives are fine for pushrods and for small motorcycle engines, but how do you drive DOHC? " Like this: 64.media.tumblr.com/8a928fcccf1b41e82be0273ccbe2005a/tumblr_n1fbj0WWTD1qk65n6o1_1280.jpg (Ferrari Enzo) primotipo.files.wordpress.com/2016/05/dfv-and-cam-drives.jpg (Ford Cosworth DFV) It's standard for most purpose-built racing engines, both car and motorcycle type. For a single bank engine it is even less parts, so it seems more like a cost, friction or NVH issue than anything else.
Now this is interesting. I was just thinking the other day about my buddy up in Vero Beach who worked on these L410's from time to time and told me they were pretty generic Detroit iron, like some sort of big old Cadillac or Buick engine. Strongly built, no real power, very smooth but with bizarre carburetion.
Great video!
he said 400 lb/ft of torque. not weak but not a revver either. Generally these kind of engines ask for torque and not power anyways
I always thought these were based on big block Chevy motors, didn't know they were bespoke.
Not surprising as RR had a factory in Springfield Massachusetts for a while.
I used to own a 1989 Pontiac Sunbird GT Turbo! I found a cold start injector from an early 80’s Nissan Maxima. I also grabbed the inline fuel pump and the fuel pressure regulator. This setup was put on the Sunbird, but it was used for water injection!! It was activated with an oil pressure switch from an old Buick which activated at 7 psi, ish. The car also had an intercooler from a Saab, 900 or 9000, I can’t remember which one as the Sunbird was non-intercooler from the factory. The turbocharger was also upgraded from the stock TINY Garret T-25 to a Garret T3/T04B.
That was was a LOT of fun!!! It only ran a best of a 9.7 @ 75 mph in the 1/8th mile though due to horrible traction!!
A Sunbird GT Turbo, wow that's a crazy concoction! I can only imagine how tiny that turbo impeller was. 😅😅 I don't think I remember seeing\hearing one of those cars before(I'm 47, btw). Probably not too many made, I'd imagine. 👍🏻👌🏻🛠️🔧😎
Sunbird turbo was rare. I remember my one encounter of one, I had been coming back from the local street racing scene and came up on the sunbird on an empty interstate. The interesting thing is that I was driving my 1990 ASC Turbo Grand Prix. The sunbird owner was as surprised to see me as I was him. He didn’t want to run, but it was pretty cool having two oddball turbo GM’s rolling down the highway side by side in the mid 2000’s.
@@MillerVanDotTV The Turbo Grand Prix was most definitely an oddball!! Later in life after my Sunbird, I had a 1991 Chevy Cavalier station wagon that had the crankshaft from a Turbo Grand Prix. It was turbocharged, had a 5 speed manual transmission swap, and a host of other goodies. I miss those odd ball cars.
Please ignore the comment above/below. The person who posted that has obviously not seen all the videos that show you indeed a very good mechanic & your diagnosis skills are excellent! Please keep these videos coming & don't change a thing!
Amen to that! There always has to be one of them🤨
Morning Eric. I think you nailed it at the end. This is a true British engineering/machining marvel. All of the gears were made by master machinists. Beautiful machining and craftsmanship top to bottom. Great teardown!
This is the Voyage of the Mech Ship Importapart, Capt. Eric taking us to the planet Engine Bentley, where we have never gone before. What oddities will we find in this "British Engine From The Past Mechs of that odd little orb? Come with us now, as Capt. Eric steers the gallant ship Importapart as we delve into this mystery? Watch as he battles The Cylinder Head that Would not Release or The Camshaft of a Thousand Mysteries and the inscrutable Short Spark Plug!
Great job, Eric; this is in my top three IDC videos (the other two are The Engine that Needed Forklift Assistance On the Crank Bolt and The Subaru Boxer From Hell). Sat back with a mug of wine and a jar of mixed nuts for this one. Every moment was enjoyable, made all the more so by your wit and your ingenuity in figuring out how to overcome the challenges that the finest of whacky British automotive engine building could throw at you!!! 👍
I am guessing someone found the engine without one spark plug so grabbed the first one to hand and shoved it in !!!!
I've learned more about engines watching this channel than two years of automotive trade school taught me in the 90's.
"This is '80's British Steel, the good stuff" heck ya, such a great album, Rock on!!
I was disappointed he totally missed a Juda Priest joke in there.
I was thinking the same thing: this engine is quite different compared to what the channel normally tears down . The tear down was quite fun and engaging. Nice job!
Great tear down. My father had 3 models with this engine, always looked an imposing unit sat in the engine bay. When starting from cold I now understand the ticking that got silenced as the oil circulated the valve gear dropping to an amazingly quiet running engine. I assume they were balanced as well because there was no vibration, just a woosh of fans and exhaust.
This engine was being made until 2020, and it's production was from 1968 i think. It and the sbc are the longest running engines. SBC ran from 1955 to 2003.
IT was firs made in 1959 refreshed in 99 by AUDI/VW
This and the SBC were THOROUGHLY reliable.
It was to be retired in the late 90s, to be replaced by a twin turbo V8 from BMW. After VW bought the company and BMW scooped the RR name and trademarks, VW resurrected this engine.
I remember it getting a refresh before going out of production. It got American roller followers among other stuff I can't remember.
Yes, those are liners. Wet liners, sealed with o-rings on the OD to keep the water jacket from communing with the crankcase. Removing them from the aluminium block is said to involve a large oven, and possibly also a kiddie pool filled with vinegar.
If the coolant is replaced as per schedule they pull out quite readily which is why the head gasket is steel with jointing paper on each side .
If it was bought cheap by some one who could not afford to run it then you often find the liner glued in with one of the proprietary fillers like chemi-weld.
In that case then you pop a mobile boring machine on the block & machine them out .
The usual reason for a siezure is the coolant space becoming full of rust & debris because the coolant was not changes as per schedule and not completely
From memory there are 3 drain points and if you measured the pistons you will find they are all different diameters .
Again to stop resonance so I have been told
At 100 mph all you could hear in one of our shadows was the electric clock on the dash board ticking because it had the factory Avon Turbo Steel radials
The other 4 all had Goodyears ( $ 400 Aus cheaper per tyre & last longer ) which get very nosy over 80 mph
Definitely Top Ten Of Dr. Eric's Engine Clinic Show. We are all getting PhD's in automotive engineering, thanks to this channel. Thank you, sir!
Thank you, Josh for providing a very unique engine for Eric to disassemble. I really enjoyed this one more than most because of the interesting design and materials used in its construction.
Your engine tear downs are always the highlight of my weekends. Maybe I should get a life?😊.
Actually, when I was a young guy, I bought a well used 3.4 Jaguar XK120. When I was offered a set of 3.8 pistons out of a D Type that had reached at Sebring, I jumped at the chance. I removed the engine myself, took the complete block (minus the head) to a machine shop, where all the work was done. So I didn’t disassemble the entire engine, but I was pretty familiar with the engine by the time I was driving the car again. The performance improvement was very noticeable.
Had a 1960 MGA, and the bolts were British Standard Whitworth. God help you if lost a bolt or nut. The wrenches were marked for diameter of the bolt, not the head. It had theaded kingpins and trunions, and lever shocks.
Threads into castings were traditionally British Standard Whitworth. Threads to hold bits together were British Standard Fine. Small threads used on electrical bits and instruments were British Association of 47.5 degrees angle and.................are a metric thread series !!!! Then the English Auto industry went Unified threads which was the USA system with two additions, then just to keep the tap and die manufacturers in business - went metric !!! There ten times as many variants in the metric thread system as ever existed in the BSW/BSF/BA system.
I had an MG when I was in the Army in Germany in the 60s. Whitworth fasteners. The PX shop nor the German shops had tools. There was an MG dealer in town. They could charge whatever they wanted. The one and only MG I will ever own. Lucas Electrics. Say no more.
@kenmohler4081 Ah yes, Lucas electric prince of darkness. In Italian it's Magnetti Morelli
I always liked how the US makers went 'fiiiiine we'll go metric' in the 70s but asked for a global unified metric thread system, which everyone promptly said no to. @@aeroearth
@@brianferus9292 I lived in England for awhile and I was always amused by the Brits going out in the morning to dry their spark plugs.
As a Jaguar v12 owner I’d love to see you tear down a 5.3L v12 from the 80s
I owned a 1937 Breitling Bentley convertible in 1980. Maroon with red leather interior. Ran like a top. I bought it in upstate New York from a widow whose husband brought it over from England. He had been a British ambassador. I drove it for 3 years and then I sold it to a private collector in Nebraska. Sold it for 4 times as much as I paid for it. $80,000. I wish I had held on to it. It’s worth a small fortune.
Looked it up, looks like the market isn't super strong on 30s Bentleys, you did great for 80k in the 80s.
Back in the '80s, Champion was one of the major spark-plug manufacturers, so it's not a big surprise to see Champion plugs in an engine of that era.
The lawnmower plug, however, was certainly a surprise.
Fascinating as always: thank you, Eric. That engine’s design pre-dated the small-block Chevy, yet the final turbo versions had as much as 530 horsepower without fundamental changes. That was possible because the original was so good, so robust, so durable. The one stripped, judging by the conditions of the bearings and bores, would have gone on for many years and miles if maintained.
The thing that tends to fail is the diaphragm inside the fuel distributor. It’s stainless but not immune to corrosion. It’s actually a mechanical injection system: the air flapper valve moves the diaphragm away from the outlet seats and fuel flows proportionately to the flapper valve position.
The fuel distributor pin gets suck open and fills cylinders with fuel and hydro lock. Tell me how I know. The mechanics that helped me as a young guy are all gone.
I have had this system on my 928 for 35 years. I went through a dark period where I couldn't get help and had to fix it myself. But now there are more mechanics familiar with K Jetronic these days as the 80's and 90's cars that used it ( Golf GTI, Mercedes 123 and Volvos being good examples) are becoming sought after.
Bosch CIS/K-Jetronic. Infamous for being a pain. I don't miss working on 80s/90s German/Euro stuff with that system.
And 80s UK engine? Those might be Whitworth threads.
With all the bolt tab locks, you'd think this thing was going to fly!!!
Boeing should see how the Brits would have kept the door plug secure😤🤣🤣
they put these on boats
@@xalty1200😂
My 1962 Ford Kent engine as I remember was riddled with tab washers.
Big ends and crank included.
40:18 Bronze drive gear to the distributor shaft and also to the oil pump.
Well, Bentley and Rolls Royce were the major manufacturer of aircraft engines till the turbine division was split off. Thus the engine designers in this era brought through the aircraft design philosophy, that fasteners should really stay fastened till service was due. Plus, as the price of the vehicle is rather high, the thought was that owners would be able to afford the service cost, even if half the cost in the service was labour hours. Rolls and Bentleywere not shy with pricing, but they also would make sure in those days that the stuff would not break, even if you abused it. Big engine, old technology, wet liners, that cursed hydraulic system (just wait to see the trans, it drives the rear brakes off the output shaft, so they come off when you stop) and the electrical system that could have "interesting" faults in it.
I own 3 Rolls-Royces and a take very good care of each of them.
The person(s) who owned this car should be ashamed. Great video
One of your comments during the teardown reminded me of what my dad told me about British maintenance guys trying to get Packard built connecting rods from the American P-51 maintenance guys for their genuine British build Merlin engines. He also had a 1953 Rover sedan, had a 2.? inline 6 with an F head. 4.30/1 gears in the differential tells me it was definitely a city car. I also owned a 1965 Rover TC2000. Very cool design. 4 cylinder engine, 4 speed manual trans, 4 wheel disc brakes, 4 doors. Great car except for a few minor stupidities. The shift lever was mounted in some kind of phenolic swivel and all the bottom of it fell out so I had to lift the lever back up into the top half of the swivel each time I wanted to shift. I decided then and there that I'd never own another British car.
Those pumps are for the brake and hydraulic leveling systems in the car, in those cars when you push on the brake pedal the master cylinder doesn't really do anything (it has one but it's only for emergency backup purposes) You're actually just opening a valve that allows pressurized brake fluid to go to the calipers, it also provides hydraulic pressure for the leveling system as previously mentioned.
The brakes use a special fluid called RR 636, but only Castrol DOT 4 can be substituted. My brother has a 1978 RR, and man that thing is a PITA to work on when things go wrong.
Those piston are massive! Wouldn't it be great if we can get a tear down of WWII fighter engine. An Allison V-1710 from Mustang P51, A Rolls-Royce Merlin from Spitfire or a Junkers Jumo 210 from Messerschmitt Bf 109!
Messershmitt used Mercedes engine.
P 51 used Packad built Merlin engine.
@@suzi_mai Bf109 start production with Jumo 210 engine. Daimler-Benz DB 601 was fitted from Bf109E and DB 605 from Bf109G. After WWII Spanish air force event retrofit Bf-109 with Rolls-Royce Merlin engine.
As for Mustang, Packard V-1650-7 was only fitted from P51D variant.
You never cease to amaze me you find some of the damnedest stuff,
I absolutely love it. What a way to spend a Saturday evening.
Really enjoyed your curiosity, comments, and the disassembly. Excellent.
What a pair of legends you guys are, always fun to watch. Keep up the good work
Bentley and Rolls Royce made aircraft engines and they were and still are some of the best engineering ever. Most British tanks had rollers in them.
You can see the engineering ethos in this one with all the staked bolts
You wouldn't know it looking at this stupid engine.
RR also made large engines for industrial use and electricity generation. They were unreliable junk. Not as bad as some other British large engine brands, but nowhere as well designed and built as Cat or Detroit etc. RR had only a tiny share of the market in consequence.
@@keithammleter3824 were they Wentworth and Lucas?
Not related to the car division
K jet / CIS was a decent system & still is when it isn't full of rust & water from a bad fuel tank. It operates on simple theory but is hugely misunderstood. The really clever bit is the control system pressure which is used to enrich the fuelling during warm up. The tolerances within the system are super tight, the metering head plunger has no seals, its fuel tight based on the perfect fit between the plunger & the metering head bore which is very impressive...to me at least! Cold start injector was purely for cranking, different manufacturers used different strategies, Ford used a glorified flasher unit to pulse the injector but it only operated with the starter engaged. The fasteners will be imperial - I thought the US was the last stop for those! Great teardown as ever, thanks for sharing.
Excellent comment!
As someone who’s always chasing Bentley parts, you can sell everything there, down to the bolts.
I owned an earlier model of this rare Mulsanne for about 20 years. What a great ride! The tranny is a GM product that believe me is worth a fortune for Bentley owners. Thanks for the fascinating teardown. Yeah, you can sell all of these parts.
Just like an engrossing British murder mystery novel, this had intrigue, malice in the palace, and a who dunnit mystic. You sir, are a detective with extraordinary abilities. Well done!
I really enjoy watching your channel. Most of the time, I am watching and listening to your cotent while I am fixing sewing machines. I was once an auto mechanic in the mid 80's. Seeing the insides of the modern engines is REALLY interesting. Keep up the good work!
That fuel distributer is beautiful. Engineering perfection, simplicity, and even considering its age, its ingenious. Now we need an onboard Cray, and 200 moving, interacting parts that only a manufacturer certified "mechanic" can diagnose / repair.
"Now we need an onboard Cray" To be fair, it is the exact custodians of Rolls Royce and Bentley who were pivotal in the move towards CAN BUS and fibre optic wiring. Naturally the Rolls Royce got the same cutting-edge stuff as the BMW 7 Series, likewise Bentley with the VW Phaeton. Only OBD2 is compulsory, having cars run entirely on CAN BUS is not compulsory AFAIK.
"it's laughing at me! I mean, I have a forklift, I dont know if it knows that..." Hehehehe
Very nice!As an old British engine this will use Imperial bolts.
yup. these were made when UK ditched whitworth and adopted UNF\UNC. they only started going metric in the 70s
@@xalty1200 not so, I had the misfortune of replacing a slipping clutch on a 1954 MG TF, a flywheel bolt was missing after a "engine rebuilt" in a former life causing oil to saturate the clutch. MG used metric fine for the flywheel bolt threads in the crank and Whitworth or imperial everywhere else on the car.
UNF was adopted by the UK from the USA and Canada!
"I think am just gonna start taking some bolts out and see what happens" The joy of taking apart without needing to put back together. Awesome content. Keep it up
As a guy that likes to rip engines apart, started with a Clinton mower engine with a broken rod at 14 years old and fixing it for my go kart. I have so enjoyed watching you and getting some good laughs. Well done to You and Blue .
The valvetrain and raised exhaust ports reminded me of Ford’s old FE engines 360/390. Only difference being the way the intakes bolt to the heads.
The carburetors on the early ones actually use oil, and you have to check those every so often. You can use the RR spec oil or Dexron 3 IIRC. I've worked on before, and I'm glad I no longer have to. I've never had the pleasure of working on a fuel injected one.
They were just regular SU carburetors which were used on numerous British cars, the oil was just used for damping the piston that provides a constant air velocity over over the jet.
took 13 minutes to finally get the star of the show out dear ole blue
I discovered your channel about 3 months ago. I love the videos. I'm glad I found it. You are really interesting to watch. Love the humor.
This teardown is one of the best so far. Thank you sir.
I have no idea why and how i managed to sit through an hour of engine teardown, but its super interesting to see the internals of engines!
1 suggestion though, for 'heavy' components, would be nice if you could have weighed them and showed the weight on screen as an overlay - would be interesting to know how much each piston weighs, and the massive crankshaft!
He said the crankshaft was 75lbs
Thank you Eric for my Saturday night entertainment, and thank you Josh for the engine.
Great video Eric!!! Thank you so much to the donor and to you for your perseverance and getting this beast apart. As always looking forward to the next!
Brilliant ! - I have always wanted to see one of these engines torn down ! 👍👍👍
The pumps at either end of the camshaft are hydraulic pumps to power the suspension and braking system (another nightmare to service). I used to work for a wedding car company which ran several models of Rolls Royce, all the way back to a 1929. All the later V8 models were a struggle, whatever the job was. The easiest and most reliable was the 1929 straight six, which was very simple and accessible.
This engine had a life like many 80's rockstars. A credit to its era. Awesome upload!
Would you look at this distinguished gentleman… Tearing down a proper British engine
Eric as you have stated you've done a lot of engines no question about it , I always look forward to watching every Saturday night this engine is one for the record books there's no question about ithe way that engine was built , it's built to last and what's the strangest thing about that engine it is a floating pin engine no press pins on this Engine .
Keep up the great Engine teardowns there Eric .
Maybe the short reach spark plug was an attempt to stop it getting oiled up and not sparking, I remember doing the same sometime in the distant past
Really cool engine! Your channel is definitely for the mechanical nerds. You are awesome.
Awesome teardown Eric, loved this one - there's a sort of mythology around that engine. So nice to see what it's like inside.
In Australia at least, we used to call those Jetronic ones "toilet seat injection" cos of the way that plate moved.
Hope you got a good sleep after all that in any case, I got tired just watching you take the first head off...
4:56 I see the British like their sparkplugs like they like their teeth 🤣
Changed my neighbors oil in his truck outside in the rain in 38°F Wisconsin weather today. Love your videos!
We don't change oil here. How would we get more teardowns doing that?
@@ljfran2383 he's 78, trying to help him prevent that lol
Interesting how technology from the eighteenhundreds was constructed. Thanks for sharing! 👍
Thank you for this, and for your efforts in making it. I wonder whether the car was driven through a flooded road? That is an increasing problem here in the UK.
I have one suggestion which may help you if you ever have the same problem: tree surgeons use tough plastic wedges. If things go wrong, the saw blades are not damaged.
Eric: don't smell the fuel. Never smell the fuel.
You know why.
Keep up the good work. Your volume level is closer to the ad levels now. Thanks a ton, man.
Are we sure the 6 and 3/4 stands for the displacement in liters and not for the number of working cylinders?
Brilliant! I have worked on a few of these and have always been curious.................can you do a W12 engine next? I am very curious since I have one....
That would be interesting to see as well.
In 1982 my grandfather purchased a Silver Shadow II (1980 model) with a version of this engine, GM THM400 trans.... pulled like a locomotive, quiet, bank vault solidity. Rolls advertised that you could hear the clock tick at highway speeds and that was true on decent roads. We performed "Italian tune-ups" on I-40 east of OKC and it was quiet and rock solid at speed...I drove it to several high school dances including the prom in exchange for keeping it detailed inside and out. Good times!
In the aerospace industry, those nut plates have mechanical "locking tabs" that are bent up to prevent the nuts from backing off. Simpler than using "safety wire". That oil pump gear "wear" (reflectivity change near the end) suggests to me an "alignment" issue - either the machining of one, the other or both gear tooth profiles were off or the housing/support bearings were off of their desired alignment. Glad you had so much "fun" with this engine. Thanks to you and Josh!
Very cool video Eric, that nest of fuel lines, and that ball buster head removal was GREAT !!
Basically the Bentley became a " bust"ley ( including a couple of bent"ley" rods )
More like a "Broke-ley"
Nice word play love it
Do you mean,
"The End,"
Or
"Break on Through to the Other Side."
Lol. I was born in 79 and I love that eponymous debut, "The Doors," from 1967. 1967 was,
"The Year of the Record."
Some of the most influential artists from Rock and other genres released their debut in 67. Just to quickly list 1 more.
UK Rockers, PINK FLOYD released their debut album,
"The Piper at the Gates of Dawn,"
On 04 AUG 1967.
Well there was a large door in the crankcase...
Loved this, great to see inside a rare engine and some different design choices. Great episode :)
Thank you for this, your patience with this and the descriptions are appreciated!
Hey Eric, that was a really interesting tear down. Got to see an old British engine devoid of timing chains and carburetors. Yes, ut was a big PITA to take apart but thank you for doing it. You might find some parts buyers on the Bentley forums. Cheers!
Some one calls "Hey you want a Bently engine?" And you start asking questions instead of dropping phine and heading to pick it up?,😂
Fine example of British engineering. Never anything simple or uncomplicated. Never use one part where 6 will do.
There's a reason England is such an industrial powerhouse in the world today......
Don't forget their penchant for hand fitting and hand assembling to the point where no two identical parts will interchange without significant modification.
@@kennethwilson1140 A friend once told me how he had the job of changing the channel crystals in several dozen British Marconi radios owned by the New Zealand Civil Aviation Authority (NZ version of the FAA) . He took all the top panels off the radios and put them aside , changed the crystals , and then found that no two covers were identical and he had to find which cover fitted each radio.
All the covers had a large number of screws and the holes were hand drilled. To find which cover fitted you had to put most of the screws in until you found one hole that did not align and then try another cover.
I worked on an older Bentley in the 70's, 1947 Sedan, and all the bolts and nuts were Whitworth. I had to by fractional tools , as SAE nor Metric would work, in some cases, but not in other. Also on the threads, Whitworth has different thread pitch , some use different degrees, some are the same , but some different, you will pull your hair out trying to use a gauge to determine what is in your hand! .. I have a 1600 Ford tractor , made by Shiburu, that has Metric, Standard, and Whitworth.. Something about post WWII , the Brits sold non-used fastener machinery to them , hence why they are in the weirdest places on the machine. Just a thought. most UK Machines designed before WW2 will use Whitworth (BSW) & BSF and post war UNC& UNF. The "U" could designate the "U" in that , or foundry of manufacturer.
Helical cut cam gears help make for quiet running. Smooooooth.
RR and Bentley seem to prefer quiet over many things in their scheme of luxury.
Bentley girl has been reeealll quiet since this dropped 😂
12:36 The warm up regulator here might have rebuild value too. Certainly the ones on Volvos from late 1970s go for a pretty penny.
Those intake ports are LIT!
@@HE-pu3ntthe manifold didn't look too crazy though - a little convoluted dual plane.
I've been waiting for one of these since I started watching your channel a few months ago. I've got a later one of these in my 1996 Turbo R, it has a much more modern electronic injection system rather than the CIS one and a Garrett T04 turbocharger. They're fascinating engines, built to be smooth an quiet rather than all out power, and bags of low end torque. It's had one of the longest production runs of any engine, from 1959 all the way up to 2020 in twin-turbo guise in the other Mulsanne (which is a completely different car to the one your engine came out of). As these engines were in production for so long it's not too difficult to get parts, at least not here in the UK. There are even people manufacturing them these days. Touch wood I won't need them but it doesn't worry me too much.
This one doesn't seem to have been looked after, those spark plugs are definitely wrong, they should be NGK, and not lawnmower ones! They do need the oil changing even if the miles aren't racking up but they really can last with a bit of love. There's examples with well over a quarter of a million miles on them out there.
Thanks Eric and thanks Josh for donating the engine!
There were diesel truck/bus engines that were in production for around 50 years till pollution requirements & electronics killed them. Detroit 8V 2 strokes, Gardener, Perkins all designed in the early 30's thru to the 80's. Leyland 600 series designed in WW2 [I think still made in India].