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Thread: 2.6 Engine Improvements

  1. #1
    Homestar's Avatar
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    2.6 Engine Improvements

    So, thought I'd start a new thread on this. The Series 3 is coming home tomorrow and I have cleared a space in the garage for it. Work will commence within weeks on its rebuild. The biggest part of the build is dumping the 173 Holden engine that is currently in it and returning a 2.6 into its rightful home. The main reason for this is to avoid having to get an Engineers certificate (it has never been registered in Vic with the Holden conversion).

    As this will become a daily driver, having it capable of doing 100KPH easily on the highway. I'll be fitting 3.54 diffs to it (it won't be used much off road).

    So, thinking I might need a few more neddies out of the engine. It will be completely rebuilt, and I'm thinking of some mods along the way. It will have to remain naupturally aspirated, but something I'm thinking of doing is fitting fuel injection to it. Now one of the big issues I think I'll have here is the integrated manifold on the head. Anyone ever fitted EFI to one of these? Also thinking I could machine the manifold off and TIG a flange onto the head so I can fit a custom bolt on manifold - sort of like the Westlake head, which would make mounting the injectors easier. Now having a look at the head, I'm not sure where the coolant runs through it and if this will get in my way of machining the manifold off? Anyone got a stuffed head they are willing to sell me cheap to test my theory?

    Also, is it possible to increase the compression ration of these engines? I believe the Australian engines were a lower compression than others? Can this be done with different pistons?

    A one ever had a new camshaft ground for one that allows it to breath a bit better?

    Obviously not going for a budget build here, and I'm happy to throw some dollars at it if I end up with the right result.

    Thinking around 120 to 130HP would be nice. Sorry if some of these questions sound dumb, but I've not worked on an engine like this before tha has challenges like the side valves and integrated manifold on the head.

    Experiences from those in the know would be appreciated, or educated guesses from those that aren't.
    If you need to contact me please email homestarrunnerau@gmail.com - thanks - Gav.

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    A Weslake head from a Rover 3 litre would be a good starting point.

    Colin
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    Sounds like a plan!

    My thoughts:
    1. The 2.6 is renowned for burning valves, so get them stellited, which should solve the problem. CIG used to sell stellite oxy-welding rods, so have a Google and see if they are still sold by anyone.

    2. Fuel injection is becoming easier to do, especially if you use Megasquirt. I did read a blog by someone in Sydney, who had injected his 2.25 litre engine using parts from a wrecked Honda (sorry no link). There is a chap in NZ who has injected his Range Rover Classic using parts from a Hyundai. ECU location and MS install in RRC - MS-Megasquirt/Jolt - LR4x4 - The Land Rover Forum

    It is probably a good idea to decide early on, whether you want an injector for each cylinder, or injection into a plenum. In either case, have a really good read of this MegaSquirt - Electronic Fuel Injection Computer by Bowling and Grippo ©2010 which will help you to decide on what to use. The advantage of MS, is that you will have complete control over the ignition advance and the fuel injection, and you can programme it to your heart's content. It is also possible to have MS made so that you can run two ignition maps, in case you want to run it on LPG as well.

    3. Welding onto the head might cause distortion issues - can a new manifold be bolted on?

    4. Regarding pistons contact Ian at Cox and Turner in the UK; he is the S1 engine man and he may be able to help, as the 2.6 is awfully similar to the S1 4 cylinder engines.

    5. Brand new in the Australian Army, these engines were dreadful and someone said on here once, that it was the camshaft that was at fault. Ask Ian Cox if he has any ideas or sources,

    Good luck,

    Cheers Charlie

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    Lionelgee is offline YarnMaster Silver Subscriber
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    Quote Originally Posted by bacicat View Post
    So, thought I'd start a new thread on this..

    G'day Bacicat,

    Thank you for starting this thread about upgrading the performance of the 2.6 Litre engine. I will be reading your developments and other people's responses with great interest.

    I have a Series 3 FFR which is still pretty stock standard with its 2.6 Litre engine.

    What type of Zenith Stromberg carburettor are you running the CD or the CD - 2?

    Kind Regards
    Lionel

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    These were not a good engine at all. They were a marketing engine. The sales dept. needed a six cylinder engine to match the competition and this is what they got. Much like GM-H when the marketplace caught four cylinder fever, "four cylinder economy" being the buzz phrase of the time, and the dealers needed a four cylinder to sell. They got the Opel 1900 which was far inferior in performance and fuel economy to the Holden Six. Sales training emphasised the need to sell as a "four cylinder" and not mention performance and economy. Also the need to sell up to the sixes as there was more fat in them. If you want to keep it Rover and avoid the expense of an engineer's certificate then look around for a 3 litre wreck, or, grind off and restamp the Holden engine no. with a Rover one..
    URSUSMAJOR

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    Question

    I wouldn't be doing Fuel Injection.
    Some of the Rover cars of the 2.6 era used that engine in varying stages of tune.
    I'd be checking out the specs of some of those cars/engines to see if that would suit,...you'd than have a "period correct" "enhancement"?
    Pickles.

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    Quote Originally Posted by Brian Hjelm View Post
    , grind off and restamp the Holden engine no. with a Rover one..
    That

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    This motor is not of a type which is good to play around with for performance.
    If you can find a Westlake head would be good, only for the increased compression and alloy construction.
    The breathing of this motor is not too bad as standard.
    This motor is a F head....side valve exhaust and is a sort of enlarged version of the original 4 cyl rover motor used is series one landrovers which in turn was taken from rover cars ??????
    Side valve motors do not handle higher compression well.
    If you want to get the best from the 6 cyl rover motor I would just do a good rebuild to standard specs.
    I remember a new series 3 exarmy landrover would perform well if distributor, and carby etc was all working as one in tune.
    If injecting....... a single injector using the standard water heated intake would be easy, cutting the standard 2.6 head is not a option as the intake is surrounded by coolant as apart of the design.
    If you want performance, play with the holden motor as the pathway to power on the holden is well known and all the valves are in the head.
    The other option is later model...ie V8 rover/TDI running gear.
    To spend money would be better spent on a later model of landrover...ie stageone series 3.

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    Ok, thanks for all the replies thus far. The reason I'm going down the 2.6 path is to avoid engineering, which wil add $2K to the build, so no need to mention the shortcomings of the engine - I understand a lot of people hate them, I also know a lot of people that love them. No need to mention any replacement options, I'm stuck with this engine for the time being, I just want to get a few more HP out of it. Eventually a diesel will be fitted, but that is years down the track yet. I have a finite amount of time to get plates screwed onto it, and that precludes other options at the moment.

    No go with the engine number stamps - this vehicle will be driven by my Son and I don't want any reason for insurance or worse to be cancelled should something happen. Happy to go down legal avenues only.

    I believe the Weslake head wasn't used in Aus as it fouls the steering on the RHD vehicles. I also believe they are rarer than rocking horse poo. If that is not the case and someone has one for sale then I'm happy to hear about it. . With the Weslake head, the compression of this engine was 8.8:1 and they were getting nearly 130HP out of it standard. The local engine has 7.5:1 compression and is good for 90HP, so I'm just looking at ways to get the numbers closer to what the Yanks had to play with.

    Ron - thanks for the info on the water jacket - I was unsure if this would be a show stopper to a new manifold - looks like it is.

    A single larger injector in the plenum may be the go by the sounds of it. Along with a new camshaft.

    Is the head or block able to be machined to increase compression? Bringing it up to mid 8's:1 would be a handy mod too I think.

    I appreciate the input guys, I am determined to get this engine to go a bit harder than the factory had it. I know I may be on a hiding to nothing, but we'll see what comes of it.

    Anyway, I'm up for a challenge. It's easy to get more power out of a Holden 6, what's the fun in that?
    If you need to contact me please email homestarrunnerau@gmail.com - thanks - Gav.

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    Quote Originally Posted by Pickles2 View Post
    I wouldn't be doing Fuel Injection.
    Some of the Rover cars of the 2.6 era used that engine in varying stages of tune.
    I'd be checking out the specs of some of those cars/engines to see if that would suit,...you'd than have a "period correct" "enhancement"?
    Pickles.
    Being a common as muck Series III, I'm not too fussed about it being period correct. It will have LED lights for all indicators, parkers, tail lights, etc and carpeted interior as well as other things, so an ECU, electronic ignition and anything else that will make the engine start and run better is on the list.
    If you need to contact me please email homestarrunnerau@gmail.com - thanks - Gav.

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