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Hi Lionel, no idea what carb is on the engine - it is under a tarp in the back yard at the moment. The vehicle still has a 173 Holden engine in it which will be removed during the resto. I'll post the results of anything I find out about the engine as I go. There will also be a lot of pics as I rebuild the engine.:)Quote:
Originally Posted by Lionelgee
Hi Gavin,
I have injected the 2.25 in my Game with parts from a Honda CBR600RR and Megasquirt. So it has 4 individual throttle bodies with 4 injectors. I have also seen another one done by putting a plate between the inlet manifold and block with injectors in the plate. Either one seems to work well. I don't know a thing about the 2.6 motor though, could you drill to put injectors into the inlet manifold as close to the head as possible? Megasquirt will let you control both ignition spark and timing as well as the fuel which really does make it a good choice. I also used the coil on plugs from the honda bike and drive them directly from the megasquirt. Personally I think if you can individually inject each cylinder it will be better than a single injector into a plenum, you have much more control.
Of course the other thing you really do need to do this yourself is a wide band O2 sensor and controller. Otherwise you need a dyno or such like and it will get expensive. TechEdge is an Australian company who do these.
Cheers,
TimJ.
In the attached link there is a little info on the 2.6, the Weslake head was fitted to the NADA Land Rover.
Introduction to Series Land Rover engine conversions
Interesting comment that LR didn't use the 3 litre because of high torque causing transmission problems and the fuel consumption was higher than they wanted.
There was a discussion on here in the past and the problem is that most 3litre Rovers were fitted with an auto, you need a manual otherwise the crank needs modifying.
Maybe contact the Rover Clubs and place a wanted advert, there will be an engine/head sitting in someone's shed waiting for you.....
Rover Car Clubs in Australia
Colin
Because the Rover engine is an undersquare engine its difficult to get sufficiently large valves into the available space, that is why they went with the IOE head design.
When you look at it the design is similar to a cross flow head.
Cookey regularly sits at 100 kph in his SIII FFR and gets 400km from a tank. The main reason he gets that is because the engine is in tune. When travelling in convoy with him he can still get away from me in my 202 Holden except up hill on the highway.
I disagree that the Rover 6 cyl was a marketing ploy. When first included as an option in the Land Rover. Rover Co Ltd was still a stand alone company (pre-British Leyland) and the IOE six was still in production with the Rover P5. The end of P5 production in 1967 meant that the Rover Co had available existing capacity to produce the engine for the Land Rover.
Many of the disadvantages of the Land Rover six relate to the fact it was de-tuned to be able to cope with the poor fuels available in many of the world's markets. The engine is also designed to be able to operate in the cold of Scotland and Northern Europe and hence much of the manifold design elements are to warm the fuel air mix.
Simply porting the head and exhaust and fitting properly designed extractors will markedly improve the engine's performance. Just look at the performance of the Rover engines, in the Land Rover the six only produces 64kW even the 4 bearing crank Rover P4 90 of the same capacity started off producing 67kW and by the end of P4 production the 110 with the Weslake head was producing 95kW and the equivalent Holden 161 (2.63litres) only produced between 81 and 85 kW.
BTW fitting a Weslake head in a RHD Land Rover has space problems as the steering box and carby want to share almost the same space, although it has been done. It is a very obvious conversion.
P.S. a Land Rover 2.6 crank flange has 6 bolts, the Rover 3 litre automatics have a 8 bolt flange the same as the 2 1/4 Land Rover engine but you may need to grind the crank for the gearbox primary pinion. Also: 1. You can't simply fit the weslake head onto the Land Rover block without modifying the waterpump back to the 3 litre design or modifying the thermostat bypass on the Weslake head to mate with the Land Rover water pump. 2. Most Rover 3 litre have smaller main bearings than Land Rover 6 (not Forward control)
Some of the Land Rovers also had the SU type CD carby.Quote:
Originally Posted by Lionelgee
Do you need a spare boat anchor, sorry 6-cyl motor. Series Land Rover 2.6 Litre, 6 cylinder "F-Head" motor | Engine, Engine Parts & Transmission | Gumtree Australia Yarra Ranges - Kalorama | 1042260562
Seems a bit expensive considering the seller hasn't ever had it running plus all ancilliaries are missing.
Colin
Yeah, bit steep. If it was complete and running then $150 sounds about right. Got my engine - complete, turns over - brand new clutch - but not running for half that.Quote:
Originally Posted by gromit
Well, a few interesting ideas out there.....
My two bobs worth - keep the exhaust tappers adjusted correctly, religiously.
They can be a PITA to get at, and adjust, but do not ever, under any circumstances, think that they will be right, because they won't, and then there will be tears before tea time and burnt valves....
Other than that, and that they run on petrol, they are not too bad.
Cheers,
Gumnut
Gav...$2k for the enginnering is very steep!
I did not know the history of my 76 ute. It was not registered when I bought it and the 186 conversation was never engineered. It cost me $220 to engineer the conversion (blue plate), then $75 for roadworthy, then standard 6 Cylinder QLD rego.
I would keep the holden!, I can do 90kms on the highway comfortably and that is without an overdrive. I drive it everyday ferrying my boys to school and sporting events. It's a little thirsty, but a carb and distributor rebuild (which is currently happening) will hopefully make a difference. Parts are very cheap! - water pump $20 for example
Just my opinion.
Cheers
I here you mate, but the rules are very different down here. The engineering certificate isn't just for the engine - they won't do that. They have to fill in a 30 page report for Vicroads detailing every aspect of the vehicle - they will check every nut and bolt on it over a 2 day period, along with brake performance tests, chassis strengh calculations, stress tests on non OEM engine mount brackets, etc, etc. - there aren't any short cuts - only a handful of people in the State are registered to do this, and if they were ever to be caught doing the wrong thing, then huge fines apply and you kiss your licenece to do this goodbye for ever. Even if everything is right, if you haven't consulted them on how you intend to do the job, you may end up with a car that simply cannot be registered. The best way to go is to keep them in the loop from the start and take the vehicle there on a trailer regularly during the build to keep them up to date. It just isn't worth the hassle or the money.
Even a basic RWC (just to transfer rego) here costs $150 now as the work involved to keep Vicroads happy is enormous. They have to take heaps of photos to prove the condition of the vehicle when tested and keep the records for 10 years. These new laws saw half the testers get out or fail their licence renewals.
Queensland seems to be the place to do these sort of things - no end of imported vehicles and modified vehicles get registered for the first time up there, then moved interstate. Although that is an option, I'm not sure it would be any cheaper for me to drag the car up there to do that... :D
Anyway, all the people that still run the 2.6's seem to like them - they just get demonised by everyone who has had a 'mate' with one that was a shocker. Keeping the exhaust valves well adjusted seems to aleviate 90% of their issues.