As a stocker, it sounds like a real reliable piece of shitt.
I always wish you two the best. You may need more than ever for this stack of pancakes.
Stan, I know you want to keep that grumpy face for the rest of the world, but we all know you're actually a sweetheart.
Here's the deal on the K.
When Nanjing took over the assets of MG, they immediately went to work on the K series engine. There was enough "right' about it that they didn't deem a "clean sheet" strategy necessary to correct the problems.
Nanjing gave the engineers at MG in Longbridge a budget - something they rarely saw out of Rover - and they made changes to the oil rail and the head gasket, and while they were at it, they set it up for a knock sensor to meet European emissions standards, and rechristened it the "N" series.
All critical replacement parts reengineered by MG will fit the K.
How reliable are they in racing applications?
Last year, MG took the British Touring Car Championship manufacturers championship, beating Honda, Vauxhall, BMW, Ford, Audi and Mercedes.
If I learned nothing else working on the A-Series, it was that careful consideration of each and every component - from beginning to end - is key to making a combination work well and work reliably. I owe Mark a lot for guiding me down that path, and the lessons weren't wasted on me. I'm going into this build wiser and more patiently than I did with the A.
And we're moving forward.
Friday, I stopped in Plymouth, Michigan, and dropped off the K crank for Greg Rody to use as a mock-up for the 1 liter.
He ordered the steel yesterday.
We're reloading.