Thread: Range Rover Classic Engine Conversion

Just for information, if you go down the Ford 4.0lt inline 6 cyl path, it does not have to be the "Barra" motor. The standand 6 is very common (more so than the Barra) but I think the length might bite you.

Like Justin I live near Ballarat and have an 81 2Door which i had converted to a 300tdi about 15 years ago have done over 200k in it very reliably. About 18mths ago changed R380 for a ZF4HP22 auto for more driveability. It's only downer is towing, have a slight tweek but probably could use more, just not sure which way to go. As others have said everything in it is stock LR for easy maint, if in area welcome to check it out. It is my daily drive so as any LR is "usually" going.

A tongue in cheek suggestion (it may be a struggle to get it to fit):

Mopar offers 807hp Hellcrate V8 for $22k | PistonHeads

What is not to like about 800+ HP?

Originally Posted by Justinb

On the other hand Shane (Double Chevron) always has a compelling argument that a RRC deserves a Rover V8 and sometimes I do miss the smooth power of one and an auto trans. Maybe next time

Yes, and 35L/100 towing (lpg). I'm finding the old v8 just keep plodding along and working. Efficient is isn't! If I was doing any serious milage I'd need to have a different car as a daily driver.

They are fun while you can still enjoy them. LPG prices sure have been friendly. I like diesels too .... I'd just like one with huge amounts of chunky torque ..... imagine a range rover classic with 500Nm at 1200rpm like the modern 4wds have

It looks like diesel could be a really good option,
IÂ’m just more a of a petrol fan!

I have found a Lexus 1UZ FE conversion kit and the non VVTI engines have low enough torque that the ZF4HP22 Trans will hold up,

IÂ’ve seen a few examples throughout the Internet, has anyone seen this done here in Aus or even Melbourne? IÂ’d love to chat to a mechanic who has done it before!

The problem with all these crazy conversion ideas is that it is easy to just suggest an engine out of the said car, but at the end of the day, you have to get it to work. As far as modern engines go, either you go down the LS or M57 route where you can buy most things, such as adaptors, engine mounts, looms, etc off the shelf or you do what I did and buy a donor car and make it all work yourself. Obviously, the latter part takes a lot more work but it will be worth it in the end. So it really comes down to how much you'd like to spend and how much time you have on your hands.

This is my conversion: RRC 2.8L CRD Project

For the sake of the discussion I will offer the curmudgeon viewpoint:

With that in mind, I will add to the previous post:

Not only do you have to make it work, but you have to make it serviceable - by any fool without a brain - in case you get stranded- or worse, suffer injury that requires you to have someone else 'take care' of it, be that servicing or damage repair.

Over the years, with all the engine/trans conversions I have seen, about 2% would pass scrutiny on ability to be serviceable by a mug lair.

This is where the "advantages of the LS" again push it to the top - because even an idiot can't screw one of those up. There is way too much information for slack jawed yokels with no brains, to empower them well enough to complete an LS swap. All the intelligent thought involved in LS swaps has been removed for the sake of safety of the witless wonder (and the safety of the general public from the witless wonders creations).

The caveat in that obviously is the associated cost. ECU, TCU, Brake upgrade (hydroboost) all the fabrication if you are not a DIY, and the cost of VSB/NCOP testing and engineers certification.

Or the yokel-method which ignores regulations and simply ignores the legalities.


Any well-planned project will have a clearly defined and readable operating manual.

For example, I have an OM606 swapped vehicle with no less than six ring binders with exacting detail on every part used, the part number references, and diagrams, for engine, transmission, brakes, suspension and electricals.
And because it's a manufacturer's optional engine for the same chassis, it doesn't even require an engineers report...

Why then, have the info?

Because even the most rudimentary operation for anyone else, even if they have a deep knowledge of "similar" engines or vehicles cannot be trusted to know.
When there is a service manual and parts reference documentation, the only risk posed is that of the person who ignores the information handed to them.

Put it another way:

The VM diesel in the RRC was certainly not a common engine here in Australia. So if you took one to a garage in the middle of the back of beyond because there was a problem with the IP or injectors or timing, how certain could you be that a bloke who even works on land rovers, would know exactly how to get it up and going again without spending days trying to find the information they needed to diagnose the issue correctly THEN fix it?

Not to mention the wait for parts - but... at least it is a factory fitted engine.

As an example of "simplification", by comparison, a 300tdi or TD5 would be far more common and more widely 'understood' by the mechanicing fraternity, and thus shared knowledge of servicing and parts availability throiugh the bush telegraph would see you sorted sooner - should there be an 'issue'.

So the real point that is being driven home here again, is this:

1. You can't do "remote travel" on the cheap.
2. An "engine conversion" will not be cheaper or more reliable than a properly reconditioned original engine/transmission
3. vehicle preparation for remote travel involves servicing EVERY critical system and repairing it to as-new condition before embarkation, ensuring all issues that exist or may exist are eliminated wherever possible. This may also include carrying reconditioned or new spares that are critical to keeping a vehicle driveable to a safe recovery area.
4. Nobody has even mentioned the rest of the drivetrain's reliability or condition, and yet there is a possible 10K black hole waiting for cash to be dropped in, should it require an overhaul/upgrade.

Which brings us back full-circle.

Considering how cheap another newer vehicle would be in direct comparison to the budgetary considerations of bringing an RRC up to a suitable standard for reliable, safe remote area travel - you would be remiss to not consider purchasing a different vehicle for the task.

There is no such thing as a cheap engine conversion.
Ever.

Originally Posted by Mercguy

.....................
There is no such thing as a cheap engine conversion.
Ever......................

There is, you buy a RRC that already has been converted.

In my case I paid 2k over the odds at the time for one that had the 350 in it, was registered with the correct engine number and was on lpg as a bonus.

Lpg was about 13c / l at the time.

Checked it out with a mate on the phone at the responsible authority and paid the deposit, then the previous owner got the RW, I paid the balance and I still own it.

DL