A few thoughts on this sort of question.
Installing an engine, just because you have it, can often be done, and, provided you have the skills and facilities to do it properly can be a very interesting project. But even when the engine cost you nothing, the project is likely to be fairly expensive and with uncertain results unless it is a well tried conversion.
It is very unlikely that the engine's useable torque range will match the existing gearing, so you have to consider changing this as well. Then there is the question of whether the drive train will stand the new (presumably more powerful) engine. Of course you can do as Slunnie suggests and fit Toyota engine, gearbox, transfer case and axles - but if you are doing this, it begs the question as to why not simply get a Toyota?
The Series Landrover is unusual in that it was designed so that the drive train remained the same regardless of the engine fitted (except the V8) - from the original 1.6 petrol engine to the 2.6 petrol or 2.25 diesel. This has the advantage that it rationalises both manufacture and parts supply, as well as making life easier for the owner down the road.
It is also unusual in that it received what is, as far as I am aware, the only engine ever designed and put in production specifically for offroad utility use, in the form of the 2.25 petrol and diesel. The diesel engine in particular, originally in two litre form, was very unusual at that time (1956). At that stage small diesel engines were quite rare, and none (except perhaps the Mercedes) operated at such high rpm. Remember that Rover was shipping diesel engines more than ten years before there was one available in the Landcruiser or Patrol. Even since then, few comparable engines, either petrol or diesel, are capable of operating over the same rpm range as the Rover engines.
This makes an overall satisfactory engine replacement relatively difficult. Most replacements that appear suitable on the surface (i.e. will fit) have problems of one sort or another - typically the rpm range does not match the gearing, but also problems can arise such as fuelling or lubrication on steep slopes. (This is quite apart from problems of actually fitting it which may need changes to the bulkhead, radiator, bonnet, sump, oil filter etc)
Despite this, most people seem to be happy with their conversion of whatever type - this is often simply because the engine removed was completely worn out. Historically many Landrovers were fitted with Holden engines primarily because it was quicker, far cheaper and easier to convert to a second hand Holden engine than to overhaul the Rover engine. The performance boost from a worn out Rover engine to a good Holden engine masked the problems of gearing (often solved by fitting an overdrive - by which time most of the cost saving had evaporated) and as relatively few owners do any serious offroad driving, the fuelling and lubrication problems often took a long time to show. Plus you had the big advantage that engine spares and repairs could be found anywhere, which has not been able to be said for the Rover engines since the sixties.
John
John
JDNSW
1986 110 County 3.9 diesel
1970 2a 109 2.25 petrol
. any comments or ideas welcome as this good start a healthy argument on converting to diesal versus using toyota parts
cheers Leif
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. Mind you, if you're doing an engine conversion, then you will also find transplanting 40 series diff under it an absolute no brainer, they seem to be a really good fit too.
; but i will still look at options as both my 2.6l rover engines are very tired
Originally Posted by whispersseries3
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