Thread: Series 3 Engines

ive had both holden and landy motors in old series landys my thought on this is you cant beat a healthy 2.1/4 litre four great little motor

2 1/4 petrol or diesel (that way the diffs will last)

I reckon a Hemi 265 with a 245 head

One of my former projects, and one of my spare Series vehicles was a conversion: There are some pitfalls to be aware of:

1. If a series III has had a 186 in it, I'm 90% certain that it was built as a 2.6 6cyl. As such, the engine mounts are in a specific place, and the gearbox is mounted further back via LR adaptor plates ( Vs 4 cyl position - remember the different gearstick positions?)

2. As such, one's options are limited to the simple bolt-in replacements. Anything else is an engineering job, and in NSW, that gets somewhat complicated.

3. For 6 cyl replacements, there is, of course the 186 holden engine. I've seen a 250 ford fit as well, but that requires extra plumbing. Original 6 cyl LR 2.6 is OK, provided you look after the head, OHV rocker shaft, and don't run it lean ( That's how you burn exhaust valves)

4. If you happen to find a ROVER 3 Litre six cyl from a 70's sedan, it should bolt in. The 3L engine has a better alloy head, OHV on both exhaust and inlet, and should bolt straight in. I can't comment as to how hard it is, as I didn't get to finish my project, but when I measured up both, it seemed to work.

5. In the realm of pie-in-the-sky: Triumph 6 is about the same size block, and lastly: Has anyone compared the jaguar XJ block to the LR ?

6. If one wanted a bulletproof series III: Go for a factory 4 cyl. It don't go fast, but it's easier to rebuild and has less problems than the 6 cyl versions.

7. Any 200Tdi engines laying around? ( Now that's interesting !)

Ford donk. Heaps of good solid gearbox options.

Hi Guys
I know you are going to payout on me,but if I was doing one up,I would get a 4cyl turbodiesel/gearbox/transfercase as a complete unit.Available at very reasonable prices from the japperwrecker importers and everything matches,you have a choice of mitsi(I reckon the 2.5 TDI pajahero motor in our Trytoo 4x4 has more go than the TD5 in my Disco)nissan,tojo,mazda(these things go,we have them in a couple of work utes) and isuzu.You may have to get a disc brake handbrake for the rear tailshaft,but they are available so not too hard,bounus is all have 5 speed man gearboxes.
Sacralidge or not,Im sure they would make a perfect setup.
Andrew

Originally Posted by langy

One of my former projects, and one of my spare Series vehicles was a conversion: There are some pitfalls to be aware of:

1. If a series III has had a 186 in it, I'm 90% certain that it was built as a 2.6 6cyl. As such, the engine mounts are in a specific place, and the gearbox is mounted further back via LR adaptor plates ( Vs 4 cyl position - remember the different gearstick positions?)

2. As such, one's options are limited to the simple bolt-in replacements. Anything else is an engineering job, and in NSW, that gets somewhat complicated.

3. For 6 cyl replacements, there is, of course the 186 holden engine. I've seen a 250 ford fit as well, but that requires extra plumbing. Original 6 cyl LR 2.6 is OK, provided you look after the head, OHV rocker shaft, and don't run it lean ( That's how you burn exhaust valves)

4. If you happen to find a ROVER 3 Litre six cyl from a 70's sedan, it should bolt in. The 3L engine has a better alloy head, OHV on both exhaust and inlet, and should bolt straight in. I can't comment as to how hard it is, as I didn't get to finish my project, but when I measured up both, it seemed to work.

5. In the realm of pie-in-the-sky: Triumph 6 is about the same size block, and lastly: Has anyone compared the jaguar XJ block to the LR ?

6. If one wanted a bulletproof series III: Go for a factory 4 cyl. It don't go fast, but it's easier to rebuild and has less problems than the 6 cyl versions.

7. Any 200Tdi engines laying around? ( Now that's interesting !)

A Chrysler Hemi is a brilliant conversion for A Series 3. I have seen several. The hemi was state of the art in 1971. Light ( thin wall foundry technology), compact (the block casting is only 1/4" longer than a red Holden), bullet-proof, and bulk grunt. Paint it red and tell every-one it is only a Holden. Use a four barrel Rochester Quadra-jet, and CM split exhaust headers, a 215 points distributor with a jaycar electronic ignition kit, a pre-emission controls camshaft and go hunting bear.

The Rover F-head six is a dog. Always was, always will be. Over-weight, over-size, under powered ,over-complicated. Likewise Jaguar. Avoid British engines at all costs for repowers.
Other than Perkins, that is. I have seen a 6-354 Polly Perkins in a Series 3. The car also had Holden HQ power steering. Don't know what drama was involved in the fitting. Also seen Perkins 4-236 and 4-154 in early LR's.

Unless you are seeking much improved performance, recon the LR 4cyl. petrol engine. Good as any for the job. You could fit two SU's, a decent exhaust system, work the head with bigger valves, unleaded compatible seats, ports opened out and matched to the manifolds, and a good ignition system. Match this with a Fairey overdrive and you may even get a respectable cruising speed.

He has been thinking of measuring up a VN V6.

Horses for courses...

I like it slow, I like to see the country side.... I love the 2.25l diesels and petrols, parts are cheap they last forever.

OThers like it quick, grab the biggest v8 you can shoe horn in and mate it up..

Better if you can afford it is the beloved isuzu 3.9 turbo if you can