When the V6 breaks.

Here's one prepared earlier

Attachment 193593Attachment 193594Attachment 193595

There's some videos of it running & driving too but you can use your imagination.

This is a 2015 Euro5 D4 in the UK, 4.4 & 8HP from an L322, fitted with the sump from an L494, and a lot of custom work.
Jon at Mersey Discovery Land Rover, Discovery & Range Rover Specialists Wirral did all the mechanicals, fabrication & wiring, we did the software.
It's registered, engineered & road legal in the UK as a 4.4, was the first one done outside of Russia that actually drives.

There's a couple others underway in the UK, and one here in NSW, but it's a slow burn on that one.
The costs and effort make this conversion make it a vanity project at best.
It doesn't make any kind of financial sense but if you want it and are willing to pay for it, you can have it.

As for 3.6 TDV8 D4's, there's Matt Wiggles UK Auto Spares | Adelaide SA 2012 D4 in Adelaide.

Was originally a 3.0 TDV6, now a 3.6 TDV8.

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The thing that a lot of people don't realise is that the 2.7 & 3.6 have Siemens engine management, and the 3.0 (and 4.4) are Bosch, and this is why it's a complicated job to convert a 3.0 to 3.6. The ECU's and therefore the wiring at the ECU, on the body side and the engine side, are completely different. The best and easiest starting point for a 3.6 conversion is a 2.7, because you don't need to touch a thing on the body side of it, and the 3.6 engine harness just plugs straight in. Unfortunately it's the 3.0's that go bang 99% of the time so the most common request is starting with a 3.0, anyhow...

Matt's conversion is that it still a D4, you plug in a scantool and it identifies as a D4, the VIN is the original D4 VIN in the modules, the rear aircon works, the tailgate works, the logo on the touchscreen is Land Rover not Range Rover, it's a D4 with a TDV8, not a D4 body with RRS wiring & modules.

Now because it was a 3.0L the dashboard had to come out, and the wiring harness' behind the dash from the BCM to the PCM and the IPC had to be swapped out with one from a 2010MY 3.6 TDV8 L320, not a fun job. Now in theory it would be possible to just cut/crimp or re-pin the connector at the PCM and the connections at the engine bay fuse box, but since he had a donor stat write-off 2010MY L320 3.6 TDV8 sitting there, well it was easier to make the swap. But you need to do something like this either way because a Siemens PCM will not plug in where the Bosch was....

The 6HP28 transmission from the 3.0 had to be swapped to the 6HP26 from the 3.6, this is another thing a lot of people don't realise, you're not just doing an engine swap, it's a transmission swap too.

Anyway this D4 of Matt's is the shining example of how to do the 3.6 TDV8 conversion right. And the cost reflects that.

Quote:

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Originally Posted by loanrangie

There is a D4 in the US with the rrs scv8 pushing 800 hp.

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There are about 10 or 12 D4's in the US & Canada now with 5.0 supercharged motors, but sadly none of them are making 800hp.

It's the typical American hype, we told them it'll make 650hp if you do this, this and this, but they didn't do any of that, and then decided to call it 695hp, which is nearly 700hp, so then it became 700hp, I am not sure where the 800hp comes from but wouldn't surprise me if someone is claiming that lol

There's a workshop in Florida did 5x of them so far, one this week in fact
Another workshop in Colorado did 4x of them so far, one last week and they have another on the go for next week.
One workshop in Canada did one a couple of months ago.
And a workshop in Georgia did one as well a few months ago.
The usual arrangement, they do the mechanicals/wiring, we do the software.

That's 11 ? or 12 ? or I'll just round up like the Americans do...

https://www.youtube.com/watch?v=uVoWkZjIYSs

Quote:

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Originally Posted by Cambo_oldjaguar

The thing that a lot of people don't realise is that the 2.7 & 3.6 have Siemens engine management, and the 3.0 (and 4.4) are Bosch, and this is why it's a complicated job to convert a 3.0 to 3.6.

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Does this mean that the 3.0TDV6 to the 4.4TDV8 should also be reasonably straight forward much like the 2.7TDV6 to 3.6TDV8?

Quote:

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Originally Posted by Slunnie

Does this mean that the 3.0TDV6 to the 4.4TDV8 should also be reasonably straight forward much like the 2.7TDV6 to 3.6TDV8?

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Short answer is no not really.

While the 4.4 ECU will plug in to the body connector of a 3.0L vehicle, and that is less of a complication, the rest of the conversion (mechanicals) is far more complicated with custom engine mounts, hoses, ducts, pipes, other wiring in the engine bay, and conversion from 6-speed to 8-speed if you're starting with a 2010-2012 model.

Since the 4.4 was never in the L319/L320 platform, technically it doesn't fit, you have to make it fit, and then make everything else fit around it.

Still doesn’t make sense to me, more than likely just my ignorance but in one of the videos posted they do the basic change in 3 days, body off, engine and wiring removed, new v8 and wiring in, body back on and started, done so no more than a weeks work.
really struggling to work out why it’s so expensive
in my mind who cares if the vin changes or the car thinks it’s a Range Rover, as long as it’s reliable the other bits don’t matter
please educate me on the finer details as I was really hoping this was viable option but the prices suggested it’s just not viable at all

Quote:

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Originally Posted by Cambo_oldjaguar

Short answer is no not really.

While the 4.4 ECU will plug in to the body connector of a 3.0L vehicle, and that is less of a complication, the rest of the conversion (mechanicals) is far more complicated with custom engine mounts, hoses, ducts, pipes, other wiring in the engine bay, and conversion from 6-speed to 8-speed if you're starting with a 2010-2012 model.

Since the 4.4 was never in the L319/L320 platform, technically it doesn't fit, you have to make it fit, and then make everything else fit around it.

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All these sorts of problems may also lead to the hope of a 3L V6 Ford Ranger engine being an easy replacement being dashed.

Quote:

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Originally Posted by discomatt69

Still doesn’t make sense to me, more than likely just my ignorance but in one of the videos posted they do the basic change in 3 days, body off, engine and wiring removed, new v8 and wiring in, body back on and started, done so no more than a weeks work.
really struggling to work out why it’s so expensive
in my mind who cares if the vin changes or the car thinks it’s a Range Rover, as long as it’s reliable the other bits don’t matter
please educate me on the finer details as I was really hoping this was viable option but the prices suggested it’s just not viable at all

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That was the 3.6 which just bolts in, they didn't show the instrument panel so it might've said RR. I know this is a problem as years ago I saw a similar conversion in one of the magazines LRO/LRM and that Disco did think it was a Range Rover.

Reckon Cambo is correct about "vanity project", if the goal is to repower a loved D4. Surely a 3.6 would be sufficient for that purpose? Not many people would call a D4 underpowered with the TDV6. The TDV8 would surely be ample, especially the torque.

Anyway, I won't be doing it anytime soon.

Yes 3.6 would suffice but at over 40k when you can buy a complete and running RR with all the parts for less than 20k just doesn’t add up, what 20k+ for the weeks labour when it just drops straight in