Engine Conversion

[67hardtop]

Hi all, I have a series 2a 109 with a 4cyl manual, Im looking at doing a v6 engine and auto transmission conversion. Does anyone out there know of anyone doing an adaptor or a kit to fit a th700 auto to the original transfer case. I have a suffix d transfer case so it will take the extra power and torque of a v6 and auto as the torque converter will take any "shocks" out of the drive train. Also if anyone knows about fitting defender discs to the front axle. have Salisbury rear already so rear discs aren't a problem. Looking forward to any replies. Cheers Rod

[Lotz-A-Landies]

Marks 4WD Adapters do an adapter for the TH400 to the LT230 but that is one of the only commercially available ones. TH400 to Rover LT230 transfer case - Land Rover - Transfer Case Adaptors

Before you go down that path, you would also want to:

• Fit a Salisbury rear axle assembly.
• Fit disk brakes.
• Fit a CV front axle assembly (stage 1 swivels).

The LT230 will be about 120mm longer than a standard series transmission and that has problems for the cross member behind the gearbox.

There were adapters for Ford C4 autos behind Ford V8 on series transfer boxes and these were done privately on a semi-commercial basis.

In spite of the space problems, you have more ratio flexibility using the LT230 transfer box.

On the disk brakes cookey on this forum is tooling up for disk brake conversions on Series 3 hubs, it uses bolt on components and the standard wheels (unlike other DB conversions which require aftermarket wheels). You will be able to retrofit SIII hubs to your SIIa stubs.

[67hardtop]

Thanks lotz a landies, I have actually contacted marks adaptors twice via email and no response. I don't know what an LT230 transfer case is. I would prefer to retain my transfer case as ive been told its better than later ones plus no need to change tailshafts and mounts, handbrake, speedo cable. I have performed several v6 engine conversions on holden early models and commodores and a 720 Datsun 4wd. (the 720 went like a rocket). I really only want to convert to auto due to injury but the v6 will give me the extra power and economy I need for my planned trip round the block. I'll keep looking around and i'll try marks adaptors once more Thanks again. Cheers Rod

[Lotz-A-Landies]

The LT230 is the transfer box in Range Rover classic from 1984, Discovery 1 & 2 plus Defender 5 and 6 speeds.

it is constant 4wd box but there are 2wd/4wd mechanisms to replace the centre diff, and you can get a short output kit from off road race transfer box motorsport that will reduce the length by 70mm.

[jakeslouw]

I'd suggest a set of RRC or early Disco axles for the brakes and the longer ratio.

Then using an LT230 is a no-brainer, an adapter for that shouldn't be a big issue.

Or else why not a 3.9 V8 from a Discovery, with axles and auto box?

Buy a trashed Discovery and use all the bits? Why a V6 that uses as much petrol but produces less power (unless it is one of the post 2000 American V6's like the Pentastar)

[Homestar]

I'd suggest a set of RRC or early Disco axles for the brakes and the longer ratio.

Then using an LT230 is a no-brainer, an adapter for that shouldn't be a big issue.

Or else why not a 3.9 V8 from a Discovery, with axles and auto box?

Buy a trashed Discovery and use all the bits? Why a V6 that uses as much petrol but produces less power (unless it is one of the post 2000 American V6's like the Pentastar)

Because he wants some form of fuel economy...

[jakeslouw]

Because he wants some form of fuel economy...

From a V6 in a 2.5ton 109? Good luck with that.

[jakeslouw]

" I really only want to convert to auto due to injury but the v6 will give me the extra power and economy I need for my planned trip round the block. "

An unstressed 3.9 V8 EFI will kick the V6's bum. Disco V8s get better than 6km/L and I doubt anything less than a 4.0L V6 can compete.

[Homestar]

I own a healthy 3.9EFI and yes your figures are about right -16 odd LPH if treated VERY kindly and road speeds kept under 90 but it's usually closer to 18's or worse - but that is not what I would call economical - well, it is compared to my 101, but not to any V6 I have.

I would think a modern V6 in a series should be able to get to about 12LPH or about 8.2KM per litre.

I don't think any Rover V8 would ever be considered 'economical'...

Oh, and an unladen 109 4 cylinder Wagon weighs 1,702Kg - over 100KG LESS than a modern Dunny door wagon, but with the aerodynamics of a brick. . The 3.0 in the dunny door gets into the low 8's (LPH) on the highway and while I would never expect that if you stuck it in the series, I do think it would be heaps more economical than a Rover V8.

[jakeslouw]

I own a healthy 3.9EFI and yes your figures are about right -16 odd LPH if treated kindly, but that is not what I would call economical - well, it is compared to my 101, by not to any V6 I have.

I would think a modern V6 in a series should be able to get to about 12LPH or about 8.2KM per litre.

I don't think any Rover V8 would ever be considered 'economical'...

That's why I'm asking WHAT V6.

I've owned a couple, from an old Ford Essex 3.0L V6 to the new Chrysler 3.6 Pentastar.

A new generation V6 will put you back upwards of $5,000 for a crate engine and then you'd need to find the ECU that can get it to work properly. Easier just to buy a Jeep Wrangler...........

A mid-generation (1990-early 2000) V6 like the Nissan VG30/VG33 or Chrysler 3.8 will get only 5-6km/L.

And old push-rod V6 will get 5km/L or WORSE.

Once again: Disco 1 3.9V8 with ZF4HP22 box, LT230 and 3.54 axles will get the 109 down the trail cheaply and easily.

Or else just buy a cheap Discovery and keep the S2 for weekend drives.