K Series is Dead ??

[Jason Plato]

This script is lifted from EVO website ... Whats your thoughts and how could it affect future Caterhams , maybe the 1700 Zetec will be used instead ????

 

"Lotus is ditching the 143bhp 1.8-litre K-series VVC engine that powers the 111S. The company says that its own in-house developed 160PS (158bhp) unit (based on the standard 1.8-litre K-series lump) has changed from limited to full production, so there's no longer any need for the variable valve timing technology of the VVC.

 

The 160 engine is also lighter than the VVC, has more power, and has running characteristics Lotus reckons are more in keeping with the marque. Anyone still waiting for delivery of a 111S will be offered a Sport 160 (normally £28,590) at the 111S price of £26,590.

Lotus' decision to can the VVC comes at a time when rumours are rife that Rover's K-series engine doesnt yet pass the forthcoming Euro 3 emissions regulations. It is believed that BMW had intended to replace Rovers four-cylinder engines with its own, but now that the German company no longer owns Rover, thats not an option.

 

It means that Rover needs to rush through a package of improvements to the K-series to ensure its compliance with the Euro 3 regs, which include the provision of on-board engine diagnostics.

Common sense suggests that the company needs to concentrate its efforts on ensuring the standard K-series engine, the volume seller, makes the grade and the VVC, with its ability to create an infinite number of cam lobe profiles, is a far more complex proposition, that may not be worth the effort. Could this, then, also be the end for the VVC version of the MGF? "

 

Dave

 

 

Edited by - Dave J on 16 Sep 2000 18:33:37

[Tony Martyr]

All engine types have a finite life and anything built at Longbridge lives under threat from more sources than most. The k series are a bit special as they are machined and assembled on a rather specialised line that is set up to machine the various aluminium sections.

I think you have to consider the VVC variant quite seperately from the main K series engine. The VVC was developed for the MGF and is an elegant design solution to the design problem set. The mechanical valve gear is quite complicated although in service has not been as delicate as was predicted by some critics. If you can change inlet valve timing in the power map you have an extra variable that helps to meet tighter emission levels; it is not disadvantage.

The future of the k series was in most danger in the days of BMW owership of Rover. I spoke to senior BMW staff who could not seem to see any value in a small engine of unusual construction that was not invented in Munich. I hope the new owners, who must have the ability to make them more cheaply than Lotus, get some head development done and continue to produce a engine, for which there is clear market.

On a more radical note: I would not invest in any company making cam-shafts since the future must be for them to be replaced with valves actuated by individual electro magnetic devices. I just hope they can 'fail safe' unlike engines reliant on cam belts.

[Mike Bees]

Note that the 160 is also a K-series, so the question should be "VVC K-series is dead??".

 

The story I heard was that Lotus were simply too late placing the order for the batch of VVC engines, so Rover couldn't supply them in the timescale. Hence they (Lotus) "replaced" the 111S with the 160.

 

Mike

[I.Mupferit]

Tony,

Your comments regarding valve actuation are interesting since I have it on very good authority Renault are developing just such a system on their next generation F1 engine. Racing still improves the breed!

 

Brent

[Mike Bees]

People have been trying to make this work for over a decade (perhaps several decades?). I'm sure they'll get it right eventually. Then it'll be goodbye & good riddance to the camshaft.

 

Come to think of it how are do the 'air valves' that current F1 engines use actually work?

 

Mike

[Peter Carmichael]

Air springs.

[Tim Seipel]

How could I not reply to this one.

 

The VVC in a Caterham using the K&N and side pipe easily acheives 160Ps.

The big advantage is that it has MUCH more useable torque than an engine developing 160Ps with fixed cams. (Iassume all you VVC users agree).

 

The VVC engines now fitted to Rover 25 GTi and MGF is EU3 emissions compliant including ODB!

 

It's not dead.

 

And it won't be for a long while yet!

 

Oh yes and air springs on road cars - Dream on!

 

Mike's comments regrading Lotus orders would not suprise me in the least except they order through PTP (Power Train Products). Have they been misguided? Who knows however it is fair enough to say that a VVC engine does cost a bit more than a fixed cam engine. But if you want the best.....

 

One last thing... BMW still own K Series!!! not Rover Group Ltd. (at the moment)