I'm still trying to get an engine running. I have two, one supposedly overhauled turned out to have stripped threads in the head. I am installing inserts and in the process I see that there is an o-ring between the head and the barrel. Totally different design from my original engine and the serial numbers are not that far apart.
I'd like to know about this. Since I dont see any o-rings offered by ECAS.
Was this effective? Can I reuse the old o-ring-? Not much choice if there arent any available.

O rings are normally made of rubber, aren't they?
Those are used in the cylinder to head joints on Visa engines, but not on 602s...

If it's a thin copper gasket, that will have been fitted by someone trying to cure leaking head joints, caused by eroded joint faces on the heads.

ken

The gasket is used when heads are machined where the face joins the top of the barrel for better sealing and not to disrupt the compression ratio.
The gaskets I have seen are made from steel and not copper

Maybe I didnt clearly describe it: My definition of an o-ring is an annular rubber or similar compound that fits into a specially prepared recess and is used to seal against various fluids, water, oil, etc, being compressed when the mating parts are assembled. It is not made of copper or steel.
Here is a foto of the head showing the slot for the o-ring.
N.B. It is not the slot running thru the head bolt holes!

Sorry forgot the foto

As Ken is saying, the heads are not 602 but 652 engines Visa or LN. The O rings are parts of this engine gasket kit
http://www.2cviking.eu/catalog/product_ ... anguage=en

Ok. So I apparently have a Visa engine which seems strange since the orig eng for the car is 0900044156 and the spare is 0900047568.
I suppose the explanation is that someone replaced the barrels and head with those for a Visa.Probably the pistons also. I see no other differences other than the electical connection on the carburettor. Where does this go?

socarco,
it is possible to fit the pistons, barrels and heads from a 652 Visa onto a 602 crankcase, however there's some tricky machining work needed for this conversion.

Are you quite sure that there aren't other differences on this engine, such as the absence of a points box and a different number of teeth on the flywheel?
The engine plate might also have the designation VO6/630 or VO6/644.

Another obvious difference is that the Visa has alloy barrels, with their bore being 77mm compared to the 602's 74mm, the pushrod 'tubes' are integral to the barrels instead of being externally fitted, etc., etc.

That electrical connection on the carb is a cut-off solenoid for the idle system, btw.

ken

when you look down on a visa engine, behind the fan cowling the casting looks kind of square with the oil press switch at the top corner( cant remember left or right) on the side

2cv ones look all small and follow the shape of the crank

2cv cases are better and if yours is a hybrid someone went to a great deal of trouble to build a nice engine

Sean

Easily changed, of course.

Socarco - the most obvious visual difference is what the crankcase does between the upper two engine-to-gearbox fixings.
2cv engine - they're on top of two distinctly separate "horns".
Visa engine - the ally is flat between them.