I’ve seen that post, retrofit bmw v8 engine.Quote:
Originally Posted by M005
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I’ve seen that post, retrofit bmw v8 engine.Quote:
Originally Posted by M005
It is certainly in my brain.Quote:
Originally Posted by PerthDisco
*All the 3.0lt ancillaries are already on the vehicle.
*Would also require all the fuel system (injectors, HPFP etc) to be swapped over.
*Front timing belt is the same, the rear is different so assume the belt gear on the rear of the cam would require swapping.
*heads are the same, inlet manifolds are the same, the short block at one point from Land Rover was listed as 2.7/3.0
*I'm looking to buy a D4 3.0lt with a failed engine, I dont think I want to experiment on a customers vehicle.
*If it goes pair shaped on a vehicle I own its not an issue.
no most are 2007 - 2009 2.7 that fail, the odd 2005 model, the increasing amount of 3.0lt modelsQuote:
Originally Posted by Eevo
Chev crate engines are no where near $45k.
check this out and dream.....if you are going to spend anywhere near $45k then it makes sense to me to consider fitting a crate motor and having it professionally engineered to the vehicle.
Crate Engines - Outlaw Speed Shop
Quote:
Originally Posted by DazzaTD5
Complete 2.7 if swapped with HPFP from 2.7 will only require late 2.7 belt kit Dazza.
ECU would probably need swapped as well unless it can be reflashed to suit.
Intercooler blanked, custom hose etc
Edit , unless you were thinking of keeping both turbos , with all the extra unreliability , split intakes , pain in the arse rear belt changes blah blah, which would still need an ECU reflash as different bore, stroke, compression ratio etc
It would appear so.Quote:
Originally Posted by BrianElloy
Had a very interesting chat today with a fella who was, up until approx 12 months ago, the head mech/main man for the local Dealership here in Hobart.
He has since started out on his own and is doing very well.
About to start doing timing chains on a D3 V6 petrol which are very noisy. Big job apparently but straightforward.
Anyway, we had a long conversation re engine failures, and he is in no doubt whatsoever that the cause is due to excessive klms between oil changes.
Oil dilution and deterioration caused by circa 26,000 klm intervals causing the conrod brgs to "pick up".
Went as far as to say he has never seen one go that had circa 10-12,000 klm oil changes throughout its life.
He commented that he was confident it is not a "crankshaft problem" per se, because he felt sure that LR would be able to trace any faulty cranks and have the means/be prepared to do a recall on the specific batch.
His comments sorta gives me much more confidence that the problem is avoidable simply by, if necessary, "over servicing" the engines and of course ensuring the correct oil is used.
As many of us are of the opinion anyway, 10,000 klms is not over servicing anyway.
I'd be interested to know if those unfortunate and unlucky persons who have had a failure are able to advise their vehicles servicing history, ie, what were the klm periods between oil changes during the engine's life, and was the correct oil always used, which would help further establish a pattern here.
Yes, fitting it up as a 3.0lt in every way, hell for that matter I'd fit new intakes before fitting engine.Quote:
Originally Posted by discorevy
2,720 cc (166.0 cu in), bore x stroke 81 mm × 88 mm, compression ratio 17.3:1
2,993 cc (182.6 cu in), bore x stroke 84 mm × 90 mm, compression ratio 16.4:1
I doubt the difference would even be picked up by the ECU.
No knock sensors on a 3.0lt.
Dyno it, tune it.
Being blunt...
*I've heard the ex Land Rover mech, ex Land Rover engineer, Land Rover engineer, I've been to the Land Rover factory and had a cup of tea with a Land Rover engineer and the/a queen stories many many times.
*While many valid points are brought up such as doing 10,000km service intervals, that btw any half decent mech will tell you to do without the need to consult a Land Rover engineer.
*Another great one I was told very matter of fact like from a Authorised Land Rover bluh bluh "we dont fit used engines" instead gave the owner of a 2007 Disco 3 a quote of round 3 times what the vehicle was worth.
*Land Rover set the service intervals for their vehicles.
*Its a Land Rover badge on the front of the vehicle.
The Land Rover brand has a complete and utter disconnect from the real world reality that Land Rover owners live in.
The only interesting and relevant question is Land Rover going to cop up for an engine replacement on a 2015 model Discovery 4?
Whatever.Quote:
Originally Posted by DazzaTD5
Given your comments and perceived bitterness towards the product I'm surprised you lower your standards to work on the blighters.
PS. No one, quote, "consulted a Land Rover engineer", suggest you re read the text.
yep, overall flow through turbos should be similar as the higher comp of the 2.7 should be offset by the extra capacity of the 3.0.Quote:
Originally Posted by DazzaTD5
Have you test fitted a 3.0 intake with 3.0 injector to a 2.7 head in case they've changed anything round that area with the head?
I've probably got a 2.7 and a 3.0 intake around here to compare , but no heads or injectors