British motor corporation. This A40 Devon engine was based on a pre-war Side-valve design. Since the A40 Devon engine could not have its capacity enlarged, a new engine was designed, which, although superficially similar, was longer and heavier than the A40 Devon engine. The design of this new engine commenced around Januaryand was designated as the "B" series.
BMC Captain and commodore engines
Displacements ranged widely from 1. Petrol versions were produced in the greatest numbers, but diesel versions exist for both cars and marine applications.BMC 2.2 Diesel cold start up.
The engine was of conventional construction with a one-piece crankcase and cylinder block in cast iron with the crankcase extending down to the lowest level of the main bearing caps, and with cylinder head also usually in cast iron. The sump was made from pressed steel. Early engines used a three-bearing crankshaft, but later engines used five bearings.
On all except the rare twin overhead camshaft variant, the camshaft — which was chain driven and mounted low in the block — operated the overhead valves via pushrods and rocker arms. Valve clearance was adjustable by screws on the rocker arms with access to the tappets by two side covers on the engine block, this feature being a hang over from side valve engine design, but it provides easy access to the camshaft tappets.
The 1. The bore was Init was used in the original MGA. Bore was There was also a diesel version of this engine size. The engine block was cast iron, but the crossflow eight-port cylinder head was of aluminium alloy.
Drive to the twin camshafts was by chain from a gear-driven, half-speed shaft running in the space that would have been occupied by the conventional camshaft. This engine gained a reputation for being unreliable in service, especially in the high-compression version which needed high-octane fuel, but this has now been largely overcome.
The piston burning habits — thought to be the result of ignition timing — was later discovered to be due to a vibration induced lean burn situation involving the float bowls, easily correctable by flexibly mounting the carburettors. The engine was enlarged again to 1. The engine at first had a three-bearing crankshaft with a five-bearing version appearing in There was also a diesel version of this capacity, used in the Leyland Sherpa van, and built under license in Turkey for many years.
It is still widely used on narrowboats on the canals of the UK. There was sometimes a country indicator after the first part of the code, e. Toggle Navigation. Engine types 1. Engine numbering There were two series of engine numbers used; BMC changed the system at the end of Gallery Gallery. About Edited By Chris.
Published date Tuesday, 02 September BMC-B-Series engine details and history. Updated Saturday, 04 May Read more in this section. Read moreMessage me via Live Chat if don't find what you are looking for, or have old manuals to share to help other sailors. If these downloads are useful please make a donation to cover web-hosting costs and future development. Owner and Workshop Manuals are important documents that should be part of every vessel's library.
They contain the detailed information necessary for safe operation, maintenance and correct servicing. The manuals on this page are provided for public information and education and can be downloaded for free. All copyrights belong to copyright holders stated in the documents. Most expensive repairs start from a lack of basic maintenance or ignoring small warnings. The work is not difficult - it just needs to be done. The purpose is so that we can enjoy our boat for all the reasons we bought her.
Trust yourself. Do the work regularly and be methodical. Download free checklists here. Use a notebook or use your iPad, tablet or desktop and record the information in an editable PDF directly as you work. If you've every struggled to keep a logbook, this editable eLogbook may be exactly the help you need. Struggling to keep an accurate engine logbook?
Maintenance eLogbook If you've every struggled to keep a logbook, this editable eLogbook may be exactly the help you need. Workshop Repair Manual 1. Fuel Filter Cross Reference List 1. Repair Operation Manual 1. How to add a cover photo to the eLogbook.Post by mike. Morris Vedette Engine Post by mike.
Having got it home and struggled with two of us to get it out of the car I decided that what it needed was a set of casters so that I could move it around, meanwhile with a great deal of struggling it was pushed under the workbench behind my generator engine and almost forgotten about. Yesterday I found the casters I had been looking for and fitted them to the engine so I can now push it around the garage. As can be seen from the photo it is considerably different to the car engine, having an enclosed timing and water pump arrangement and magneto ignition.
The head looks the same as on the generator engine except for the large diameter D16 spark plugs. From looking at the state of the water passages it is unlikely that the engine will be restorable to more than cosmetic but now that I can move it around I intend stripping it down to see what the internals look like. If anyone has any knowledge of these engines or any literature I would be grateful for any information. Last edited by mike. Cam-drive waterpump for the exhaust and a revcounter?
Maybe that is where that MM revcounter gauge came from that was shown on here a while ago? Lucas SR4 magneto, too. Mine used to have them until I 'went electronic'. Do you know anything about magnetos or have any literature on the parts?
I took the starter off and tested it and it works fine, and I have taken the head off which was choked with rust which I have managed to suck out with the vacuum cleaner. The block looks pretty rusted up too. The next task is to get the front timing cover off to have a look and then try to get the engine to turn over by hand after I have poured some oil down the bores and around the bearings. BMC used them on lots of tractors.
No battery required to run them! Much simpler to use than coil ignition but much less power since they run at a fixed usually 24 to 28 degree timing and are thus an absolute sod to start propswinging unless you have one with an "Impulse coupling" which retards the timing below a certain rpm to allow for starting.
I don't have much info on them but I have a few new ones on the shelf of the garage where they are likely to stay until I buy another aeroplane. Starting an aircraft with mags Do the engines run in opposite directions? The flywheel is removed and replaced with the alternator from a motorbike and the old VW alternator pulley is traded for a home-made prop hub adaptor.
Morris Minor, the car of the future.Austin Motor Company 's small straight-4 automobile engine, the A seriesis one of the most common in the world [ citation needed ]. Launched in with the Austin A30production lasted until in the Mini.
It used a cast-iron block and cylinder head, and a steel crankshaft with 3 main bearings. The camshaft ran in the cylinder block, driven by a single-row chain for most applications, and with tappets sliding in the block, accessible through pressed steel side covers for most applications, and with overhead valves operated through rockers.
Although a 'clean sheet' design the A series owed much to established Austin engine design practise, resembling in general design including the Weslake head and overall appearance a scaled-down version of the cc overhead-valve engine first seen in the Austin A40 Devon which would form the basis of the later B-series engine.
The A-series design was licensed by Nissan of Japan, along with other Austin designs. Improvements were rapid. An early change was to incorporate a 5 main bearing crank. The cylinder head was modified for the first of the E series by swapping plugs and ports, plugs fitted between pushrods and 8 ports eliminated the Siamesed inlet and exhaust ports. Nissan modified the design into the later Nissan A engine that was launched in with an aluminium head and wedge combustion chambers.
All these engines show their lineage by the characteristic un-skirted crankcase block of the BMC A series, but with the A and E having the camshaft moved to the right side allowing greater port areas, and a mounting on the right wall of the crankcase for the oil pump whereas the BMC A series had the oil pump at the back end of the left-side camshaft.
All engines had a cast iron head and block, two valves per cylinder in an OHV configuration and sidedraft SU carburettor. Engines were available in diesel in the BMC tractor.
It had an undersquare This engine was produced from — This was accomplished by increasing the bore to It was produced until The This displacement was reached by dropping the stroke to This engine was produced through to for the Mini, when the A-Plus version supplanted it.
It was produced from — This was similar to the in that it had the same It was a stroked to It used a new It was only produced in — It had the same The largest A-series engine displaced 1.
It used the It was produced from untilwhen it was replaced by an A-Plus version. The bore size was around the maximum possible in the block, with very little separation between the middle cylinders, which often contributed to head gasket failures.
British Leyland was keen to update the old A-series design in the s. However, attempts at replacement, including an aborted earlys Rover K engine and an OHC version of the A series, ended in failure. During the development of what would become the Austin Metroengineers tested the A series against its more modern rivals and found that it still offered competitive or even class-leading fuel economy and torque for its size.
While in the s the A series had begun to seem dated against a new generation of high-revving overhead cam engines, by the end of the decade a new emphasis on good economy and high torque outputs at low speeds meant that the A series's inherent design was still well up to market demands.
The result was the 'A-Plus' Series of engines. More modern SU Carburettors and revised manifold designs allowed for small improvements in power without any decrease in torque or fuel economy. Many of the improvements learnt from the Cooper-tuned units were also incorporated, with A-Plus engines having a generally higher standard of metallurgy on all units, where previously only the highest-tuned engines were upgraded in this way. Studies were made into upgrading the engine to use five main crankshaft bearings but the standard three-bearing crank had proven reliable even in high states of tune and at high engines speeds, so it was not deemed worth the extra funding.
The larger 1. This lasted from —, making it the last of the A-series line.I am in the process of thinning out some of my fuel pump off a 3.
Cleaning out the garage - managed to buy this in fuel pump off a 3. Boat Engine Bmc diesel engine. We work very hard to ensure that we always offer a good selection of quality items at great savings to you. Foster 30, River Cruiser,G.
Pipe work off a 3. Located in Delivered anywhere in UK. Nuffeild bmc 3. Bmc four cylinder diesel engine type oea workshop manual i have tried to show the condition of the book as much as i can through photographs. Refunds given only if item found defective on arrive doa and cannot be replaced. Used diesel tap assembly for a bmc 3. The international shipping is slow and i can't pay for this item with the fast shipping like ems ups fedex.
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BMC A-series engine
All Used New. More pictures eBay. BMC 2.This engine had the same basic dimensions as one of Austin's pre-war sidevalve engines but to an all-new OHV design which had many features copied from the Chevrolet straight-six engine used on military trucks that the Austin works had overhauled during the Second World War.
These features included the valve gear and especially the siamesed cylinder head ports. Since the A40 Devon engine could not have its capacity enlarged, a new engine needed to be designed and built. The design of this new engine commenced around Januaryand was designated as the "B" series. The first production version of the B series retained the same cc capacity as the A40 engine and, superficially, appeared to be identical, with the same valve gear, same cylinder head design, same positioning of its ancillary parts many of which were interchangeable with the older engine and so on.
But the B-series block and head were slightly larger in both length and width and the block had thicker cylinder wall castings making the new engine heavier than the A40 motor. This was to allow room for enlargement of the cylinder bore to provide the larger capacities foreseen by BMC. Originally of approximately 1.
The most common engine sizes were 1. This included a version of the engine built under license in India by Hindustan Motors for its Ambassador series of cars. The engine was of conventional construction with a one-piece crankcase and cylinder block in cast iron with the crankcase extending down to the lowest level of the main bearing caps; with a cylinder headalso usually in cast ironand a sump made from pressed steel for rear-wheel drive vehicles.
Early engines used a three- bearing crankshaftbut later engines used five bearings. On all except the rare twin overhead camshaft variant, the camshaft — which was chain driven and mounted low in the block — operated the overhead valves via pushrods and rocker arms.
Valve clearance was adjustable by screws and locknuts on the rocker arms. The distance from cylinder 1 to 2 is 3. The B series shares many design features such as the heart-shaped combustion chambers and siamese inlet ports designed by Harry Weslakeas well as its basic layout and general appearance, with the smaller BMC A-series engine. However another difference was its block's full-depth skirt which provided excellent bottom-end strength.
We hope this page will help you; if you do not see what you are looking for, please contact us. We may be able to help. The inclusion of items on this page does not infer that these items are genuine Leyland spares. Please check carefully the suitability of the item for your own application.
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