The Triumph Dolomite Club - Discussion Forum

The XE has a cast-iron block with an alloy 16-valve head with belt-driven overhead cams, which are hydraulic in operation. The induction is on the left, which is of course fuel injection, while the exhaust is on the right. .... The Manta 1800 block is virtually identical and will accept the XE head. However, more significant is that Mantas are rear-wheel drive and as such, parts can be used to turn the enigne round the right way - for use in classic Fords.

There shouldn't really be a question as to which engine you've got since all XE's are 2-litre - kind of reduces the risk a bit. The block is the same as the eight-valve although there are around five different types with minor variations - cheifly these are in the oil ways and some slight differences in the water passages. However, it's worth checking you haven't got an 1800 block, which should have 1.8 cast into it, whereas the XE has 2.0. There is also a system of casting marks on the top of the block - HH or HG, followed by a number. This corresponds to the block version, i.e. HH1 being the first, these were produced up to HH9 and HG1 being the first of then going to HG4, with each block having improved over its predecessor. XEs have cast cranks and connecting rods although Coscast engines have forged pistons. These have flat skirts all the way round, which is different to cast types. Rev limit on a standard engine 7250 rpm, and bore and stroke is equal at 86mm.

As we've mentioned, early heads are Coscast and as such, have this cast into the rear - GM ones surprisingly have GM cast into them. There's absolutely no performance difference in either type of head, although, since the later heads are of poorer quality material, they are prone to problems with porosity.

The main area for concern is the oil ways, of which there's three - two running down either side the length of the head, while the problem one's the single tract running across the head, in the middle of the unit.

Specifically, where this gives problems is the centre head bolt area, which can be bored in manufacture so that there's little material between it and the oil way. Both Coscast, but more likely GM head can be machined like this but the downdrading in materal quality seriously increases the problem with the latter casting. The porous casting can be sorted by eithr re-tubing or generally re-sealing the area but according to specialists SBD, nothing is truly guaranteed. the safest solution is to seek out a Coscast head and use that. You'll know when you have the problem, though - your water will go brown/mayo and you'll think you keep blowing head gaskets.

The engine has nice, big ports and doesn't need a great deal of work to release further power, although the main area for work is the port-to-throat area. Cams, as you'd expect on a standard road engine, are quite mild with plenty of room for improvements. However, the main concern is cam drive because there are two types depending on which engine you have. Basically, the later SRi (and onwards) engine has a square section to the bottom ot the teeth, whereas early engines have a U-section. You obviously need to know which engine you've got if you're fitting vernier pulleys.