Engine

technical data -

9.99 HP (RAC Rating), 1287 CC, 4 cylinders, 63.5 (bore) x 101.6 (stroke).

One engine mounting at front, central (approx. in line with the spark plugs), another situated beneath the back of the gearbox. Excessive engine movement is damped by rubber buttons to the N/S of the flywheel housing.

Cylinder head nut torque of 36-41 lbs ft.

Cylinder liner is Brico Part No ML1701 & ML1701/1. Made from 'Brivadium' (later known as Brico Alloy 30).see diagram below

Crankcase uses 8 pints of SAE 30.

maintenance -

Drain and refill every 3,000 miles.

problems -

A large number of engines have suffered from cracked blocks (due to frost damage) over the years. The blocks crack in a horizontal line, about 20mm below the cylinder head joint, underneath the exhaust manifold. Failure to use antifreeze may result in the loss of the core plugs, and since the water jacket is only about 3mm thick in the area described, this may also fracture.

Apparent head gasket failures in Mk.I engines may be due to a damaged (corroded) cooling tube - see notes below.

Engine seizure is the most common complaint for neglected vehicles. Note that using the starting handle to free off an engine is not the best option, as the dog on the engine only allows it to be turned one way.
It is better to use a large ring spanner on the nut of the crankshaft dog - this allows for a pull-push action to gradually free the pistons. Remember to push clockwise harder than pulling counter-clockwise to avoid the nut undoing. Before doing this, it is best to pour sufficient releasing oil into each bore to just cover each piston and leave it for a week or more for the solvent fluid to soak into the corrosion. To prevent the chance of hydraulic lock if the engine does turn over, it is best not to refit the spark plugs.

Valves may become stuck, leading to the engine running on fewer cylinders (or not running at all). It may be possible to free them by removing the rocker box cover and working the valve springs up and down a few times (a careful combination of hammer and levering).

removal -

It is easiest to remove the engine after first removing the front bodywork:
1) Disconnect lighting harness (bulkhead connector strip) and also unplug passlamp bullet connector and remove the passlamp (for Briggs bodied cars only).
2) Undo 2x nuts retaining front bumper and remove this to reduce the chances of damaging the front apron.
3) Remove top and bottom hoses from the radiator.
4) Remove 2x stay rods which run from the radiator to the bulkhead (2x nuts, 2x bolts).
5) Remove 2x 1/4" BSF slot-headed screws from the two side panels just below the rear edges of the bonnet.
6) Under the front wings, find and remove the two large vertical bolts which fasten the radiator cradle to the chassis rails. Take care not to lose the pads.
7) Under the front wings, remove 3x 1/4" BSF hexagon headed screws which hold the rear of each front wing to the bulkhead and 4 which hold the inner wing panel to the bulkhead (14 screws in all).
8) With assistance, lift the whole front body assembly off the car (complete with radiator, headlamps, grille, wings, outer and inner panels, etc.)

For Cylinder Head removal and replacement click here Instruction provided by Neil Sharpe (Many Thanks)

Cylinder head tightening sequence

For Engine Mount removal and replacement click here Instruction provided by Tom Riddell (Many Thanks)

other notes -

It seems the Lanchester Motor Company fitted a pear shaped tube into the cylinder head of the Mk.I engine (list no. 30628) in order to assist with the cooling. This tube was made from thin gauge steel and ran the full length of the cylinder head, from the pear shaped hole which lies just behind the water pump, to the matching hole which lies behind the welch washer at the back of the head (hidden by the large core plug).
The rear end of the tube was closed-in, where it was supported in the head casting behind the welch washer. The middle section typically disappears (corrodes) completely and would have been 95% solid, with holes drilled and slotted into it to distribute the water where it is most needed.
Without this tube, owners of Mk.I engines will experience localised boiling of the water, giving symptoms rather like those caused by head gasket failures.

Halls Gaskets manufactured a head gasket set, part number #HS1A2588, suitable for the Barker bodied LD10.

Early Mk.I engines prior to chassis L61052 had a shorter manifold.

The two studs, commonly found protruding from the top of the engine, once held the bakelite spark plugs cover. Unfortunately, this was often damaged or lost and so rarely survives.

Allegedly, Ford 100E main bearing shells will fit the LD10. However, they may require the crank to be re-ground considerably and the web radius to be undercut, which may lead to the crank snapping. Care must also be taken with the thrust washers, which are not integral on the Ford 100E.
It has been suggested that one or more Willys Jeep shells might also be interchangeable or could be adapted to fit.

Repairs to cylinder head or engine block may be undertaken by Slinden Services Ltd who come highly recommended.

The oil filler cap from a 1933-34 Morris 10/4 will apparently fit the LD10, altho the design differs.

The following may possibly be used (with some modifications) to replace the main bearings:-
Rover 60 (1949-1953) 2 litre OHV, main bearings - narrow bearing needs adjusting, locating pip to be moved and oil holes re-drilled. It might be possible to adapt the P4 1954-1959 bearing #3158 also.
Austin 12, main bearings - needs oil holes re-drilled.
Triumph Herald engine bearings may be adapted to fit.

The Lotus Cortina big end bearing shells may be suitable replacements.

The Ford 100E piston compression rings (part #10E-6152-A to F, where A is standard and F is +30) are said to fit the LD10, as are Triumph Herald compression rings.

Piston rings from the Ford Popular are said to be suited - whether as compression or scraper rings is not clear.

Reynolds timing chain part #114038 (a 58 pitch 3/8" duplex chain) and Fenner part #028A0210 (spring link + 57 pitches of chain) should be suitable timing chain replacements.

diagrams -

All images are scanned from originals, wherever possible, at 100dpi (unless otherwise noted) and must be scaled when printed to preserve the original size (eg. scale up by 3 times for a 300dpi printer).

Note, however, that due to slight scaling inaccuracies during both the scanning and inevitably the printing, these images should be taken as an approximation for reference only.
In addition, drawings, measurements and notes of materials used are intended as a guide and aid to the restorer, and not necessarily a definitive, or even guaranteed correct, reference.

The head gasket for the earlier engine (List No. 30628).
This gasket is available as Payen part 1A 124.

The head gasket for the later engine (List No. 31371).
This gasket is available as Payen part 1A 258.

Rocker box cover to cylinder head seal - a 1/4" thick, cork-paper-cork sandwich.
The cork is shown coiled and tied, as supplied by Daimler, and should be cut to fit.

Front main engine bearing shells. Dimensions are from standard size bearing shells.
The Glacier part numbers are FM GS 7438 S GZ B and FM GS 7438 S GZ T. For a complete Glacier main bearing set, the part number is M 3093 S (XO?O) (where '?' denotes the oversize figure).
Note that the bearing size, on bearings other than standard, was only rubber stamped onto the bearing in ink and will not show on a used, or badly stored bearing shell.
There may also be an equivalent Vanderveldt part.

Note that the 1968 Glacier equivalents lists the original parts as:
FM 412553 - 1.9995" shaft/pin diameter, 2.146" housing diameter, 0.072" nominal wall thickness and 1.5265" bearing length.
FM 412554 - 2.000" shaft/pin diameter, 2.1465" housing diameter, 0.072" nominal wall thickness and 1.5285" bearing length.

Center main engine bearing shell. Dimensions are from standard size bearing shells.
The Glacier part number is CM GS 7439 S DZ. For a complete Glacier main bearing set, the part number is M 3093 S (XO?O) (where '?' denotes the oversize figure).
Note that the bearing size, on bearings other than standard, was only rubber stamped onto the bearing in ink and will not show on a used, or badly stored bearing shell.
There may also be an equivalent Vanderveldt part.

Note that the 1968 Glacier equivalents lists the original parts as:
CM 412555 - as FM 412553/4 but with 1.182" and 1.192" bearing lengths respectively.

Rear main engine bearing shell. Dimensions are from standard size bearing shells.
The Glacier part numbers are RM GS 7440 S DZ. For a complete Glacier main bearing set, the part number is M 3093 S (XO?O) (where '?' denotes the oversize figure).
Note that the bearing size, on bearings other than standard, was only rubber stamped onto the bearing in ink and will not show on a used, or badly stored bearing shell.
There may also be an equivalent Vanderveldt part.

Note that the 1968 Glacier equivalents lists the original parts as:
CM 412556 - as FM 412553/4 but with 1.590" and 1.600" bearing lengths respectively.

  Big end engine bearing shell. Dimensions are from standard size bearing shells.
  The Glacier part numbers are D412547G. For a complete Glacier  bearing set, the part
  number is D412548G (XO?O) (where '?' denotes the oversize figure).
  Note that the bearing size, on bearings other than standard, was only rubber stamped onto
  the bearing in ink and will not show on a used, or badly stored bearing shell.
 There may also be an equivalent Vanderveldt part.

Engine main bearing cap bolt, stamped with the bearing cap number.
An original bolt was Vicker's hardness tested using a proof load of 10 kg and was found to have a hardness of 247 V.P.N. (Vicker's pyramid number). The bolt is therefore almost certainly an 'S' quality bolt (about 50 tons tensile) and the correct torque setting for such a bolt would be 57 lbs ft (calculated on 95% of yield stress).
The torque setting is comparable to other published data which suggest 43 to 61 lbs ft.

Sketch showing the valve guide and relevant dimensions. The valve stem is 0.314" diameter (which may be a second-hand size).
The original guides were cast iron with a 0.5% phosphorous content, which makes them brittle and care must be taken when fitting.
Perhaps a better material for remanufacture would be BS 1452 Grade 12 cast iron.

Exhaust valve
Tranco Part Number 2218/2 LL8.

Inlet valve
Tranco Part Number 2217/2 SS9.

One of 8 valve springs.
6.1/2 coils with a loaded length of 1.298". Load at loaded length is 113 lbs.

Notes:-
1. The spring sits upon a removable spacer, which if removed, would allow an extra long spring to be used.
2. The locating diameters of the head or spacer and the collet disc, are small enough to allow a spring with an internal diameter as small as 3/4" to be used.

Valve rocker ball pin.

A sketch of a cast iron valve guide.

A tappet.

Valve timing diagram.

The connecting rod with measurements. Note the torque settings, 10.5 lbft for the 1/4" BSF screw, and 21 lbft for the 5/16" BSF bolt.

Standard Piston and Ring Assembly with measurements.

Note:- the lower ring is pegged but is not fitted to standard original pistons or some other makes.

Standard Compression Piston Ring with measurements.

Note:- there are two compression rings on each piston.

Standard slotted (Oil Control) Piston Ring with measurements.

Note:- the lower (4th) ring is pegged but is not fitted to standard original pistons or some other makes.

links -

Penrite recommend Shelsley Engine Oil for use in the LD10 engine(document kindly reproduced here with permission).
Web site addresses:
Global: www.penriteoil.com
Australia: www.penrite.com.au
UK/Europe: www.penrite.co.uk