The Series 111, Stage 1 came standard with the 3.5 engine.Quote:
Originally Posted by Lionelgee
The Series 111, Stage 1 came standard with the 3.5 engine.Quote:
Originally Posted by Lionelgee
1. Series 3 came with the V8 as an option from 1979, mated to the LT95. While v8s have been successfully fitted with the standard series gearbox, the box is likely to have a short life unless the right foot is used with care.
2. The LT95 was designed from scratch for the V8, specifically for the 101, but also for the first Rangerover. (the specification of a powered trailer for the 101 gave the third output point for the powered trailer, used for the third axle on the Perentie 6x6 and the civilian Landrover 110 6x6.)
While not fitted with a v8, but with an Isuzu, the lt95 in my 110 is now approaching 700,000km, and has had no issues since several problems around 100,000km except for an oil pimp leak a couple of hundred thousand kilometres back, repaired when the (oily) clutch was replaced.
Hello John & 101RRS,
Thank you for filling me in on the V8 in the Stage 1s being the 3.5 V8. I knew they came out with either the Isuzu diesel or V8. I did not know that their V8 was the 3.5.
Was the chassis the same dimensions between the Series III and the Series III Stage I? Namely a 109. To fit the V8 into a standard Series III that was originally fitted six cylinder petrol does the positioning of the engine mounts need to change for the V8?
Kind regards
Lionel
Chassis is the same dimensions, but the front crossmember is repositioned from memory, and I don't know about engine mounts. Steering setup is different, presumably because of the space occupied by the box and linkage, although I do not believe it has been changed on at least some of the aftermarket V8 installations.
A rover v8 will fit in a series landy but the engine needs to be moved forwards to clear the footwells. The straight 4 & 6 engines fit between the footwells. The v8 was moved forward in the stage 1 which is why the crossmember and radiator were moved forward (with longer bonnet).Quote:
Originally Posted by Lionelgee
Hello CJC and John,Quote:
Originally Posted by cjc_td5
So if the footwells were not locked into the manufacturer's location could the 3.5 V8 be positioned to use the Series III six cylinder engine mounting points? Would using the Series III engine mounting/crossmember position have flow-on effects? For example, with the positioning of the radiator for the 3.5 V8 if the radiator mounts for a Series III six cylinder motor chassis were not modified? Or the positioning of the steering box and steering relay?
Kind regards
Lionel
Enormously popular in ski boats with Ali block raw water cooled.
The other big problem is all of the cross members are different and don't provide the space for the LT95 or the propshafts unless you cut them out. The engine mounts are also totally different. The front 2/3 of the chassis is very different despite it being the same chassis width. I suspect thats why many will have fit the V8 to the series gearbox. My opinion, which is based on experience, is that you're better off with a Stage 1 V8 chassis although it is possible to put the V8 into a 6 cyl chassis. I understand the Series3 6cyl firewall is the same as that used on the Stage 1 also.Quote:
Originally Posted by JDNSW
These are the 4cyl mounts.
http://www.slunnie.com/coppermine/al...n1/Ute0034.jpg
And the V8 mounts
Drivers side V8
http://www.slunnie.com/coppermine/al...1/P1010003.JPG
Passengers side V8
http://www.slunnie.com/coppermine/al...1/P1010004.JPG
Hello Slunnie,Quote:
Originally Posted by Slunnie
Thank you for the detailed information. A great thank you for posting the photographs - which I deleted to save space in this message. I am in the lucky position of having the choice between either a six cylinder or a four cylinder chassis to choose from. My initial leanings were towards using the six cylinder chassis. Your message confirmed this and the lack of modification I have seen in my Series III that has been converted to a Holden 202 which was originally fitted with a 2.6 litre six cylinder motor. There are no discernible modifications to the chassis or the radiator mounts. It does come with a set of specialist alloy engine mounts though. No changes to the firewall or tunnel. It must have been a proprietary conversion kit. The previous owner told me the car was converted by a professional mechanical workshop either in Maryborough or Gympie.
I have also been whiling away some time reading this.... Accessed 20th September 2022 from, Street Rod Manual | Department of Infrastructure, Transport, Regional Development, Communications and the Arts. Especially the bit about chassis and boxing at the moment.
Kind regards
Lionel
Hi guys
Something got lost in the thread [bigsad]
Rover V8 is/was also the basis for the P76 4.2 and the REPCO Formula 5000 motor.
Only recently gave away my rover V8 tuning and development manual (my SUs tuning manual, and A series mini engines) to a youngish mechanic who was trying to learn about MGs, BMC A and B series engines and Rover V8s the hard way ('twas in a Morgan)
The Rover V8 tuning manual described how to take a basic 3.5 through stages up to a Formula 5000 injected race engine with coiled snakes exhaust pipes. [biggrin]
By the time my 83 RRC left me he had a stroked 4.2, ported and polished heads, ex Jag 1 3/4" SUs, upgraded cam and could "chirp" all four going from 1st to 2nd. That, and my earlier 1310 Cooper S still rate as my favourite cars.
Cheers
Rick F