Theoretical exercise RRC engine swap

Best bang for buck would be BMW engine that used a zfhp22 box so only requires a bellhousing swap plus other conversion requirements.

Sent from my GT-I9300 using AULRO mobile app

Quote:

---

Originally Posted by Mercguy

Good question.
I haven't been able to get underneath, we've had too much rain and last weekend I busted my right knee (lateral meniscus torn clean off) so can't get under to measure up accurately. Divorced or not, I'm going to be looking into some CV propshafts, rather than uni joints. The hope there is to get a more balanced propshaft, as well as a slightly enhanced articulation range, to combat any angle increase caused by the t-case separation.

But right now, a couple of things have become a little clearer.

1. transfercase separation and associated costs versus;
2. keeping the trans/t-case assembly and using adapterplate & custom converter


Believe it or not, the costs are not a lot different. The amount of effort however, is significantly in favour of keeping the existing 4HP22 & BW, and even allowing for a modded LT230 to be swapped in, should the BW fail.

If the 4hp22 fails however, it's almost a net $2k loss immediately on the custom converter, along with the cost of finding another good transmission.

as opposed to the following scenario, which I have loosely defined.

1. prep the 722.6 and investigate adaptor for rear housing to allow an LT230 to bolt-on directly - could be about 1k to machine a new rear housing. I would hope it would be a lot less, but i need to look into this in detail.
2. 722.6 requires standalone trans controller anyway (costs vary, but can be had from between 600-900au $)
3. cost of an LT230 - whether it's me buying 2nd hand and rebuilding myself, or just buying one outright which has been given the ducks nuts so to speak (ashcroft etc) so anything up to $2500 incl shipping & duty.
4. will need a driveshaft if the trans & tcase are divorced, and that means tcase input shaft /flanged / cv's / yoke etc... up to about 500 bucks depending on the cv costs.

There's a bunch more stuff to investigate, but for now I'm slowly working it all out.

I have not factored in the basic engine mount fab / exhaust header / sump mods at the moment. Those costs are something I always fully expected as bare minimum requirements. Right now, I'm trying to balance 'bang for buck' in the other areas to see what will give the best performance without being just a stupidly expensive exercise for little gain.

---

The rover driveline is quite stout with the right operator. I have run a 305 Chev TH400 to an LT 230 with 36 inch tyres for a bush car with Mazidrive gear and a hypoid rear diff.

Std suspension with a mild lift also handles this.

I would do the engine to ZF Box.

220kw and 450nm, just build a strong 4.6!

Quote:

---

Originally Posted by Vern

220kw and 450nm, just build a strong 4.6!

---

Where is the fun in that.

Sent from my GT-I9300 using AULRO mobile app

Merc,

You should probably read this thread re: duck's nuts LT 230's.

I blew up my LT 230 at KOH and it took me out. - Pirate4x4.Com : 4x4 and Off-Road Forum

cheers, DL

Sorry to sound a downer here, but my 2c says your 3.9 has issues to be sucking that much juice and having trouble keeping the speed limit on highways with a baby boat on the back.

First thing I'd do is get it checked over (could be a simple case of lost compression)...

Second thing, you're planning on fitting a Merc donk that has an extra 1000cc over a 4.6 rover V8, yet only 30Nm gain, and at much higher rpm than the rover V8 puts max torque down... Sure, it's got 200kW compared to the 4.6's 155-odd, but who spends most of their time at 6000rpm anyway? You're towing up hills - logic says max torque at low revs is what you want. A towing cam in a 4.6 rover V8 will get you an easy 430Nm at a lazy 2500rpm.

Why go to the extreme and have to speak with an engineer over a Merc swap when you can go in-house and keep your box and transfer case!

My 4.6 towing 3.5t plus loaded to GVM only just touched 20L/100km... Your motor is in need of love.

Cheers
Keithy

I know someone that performance tunes cars who I was chatting about engine conversion too (with regards to range rover classic) on facebook. He sent me this dyno printout with the suggestion a bog standard LS1 is the conversion to go for if it can be done:

https://www.aulro.com/afvb/

Look at the difference. It's quite interesting the torque peak of the rover engine. That will be that work of art inlet manifold the later 4.6's have.

seeya,
Shane L.

Quote:

---

Originally Posted by DoubleChevron

I know someone that performance tunes cars who I was chatting about engine conversion too (with regards to range rover classic) on facebook. He sent me this dyno printout with the suggestion a bog standard LS1 is the conversion to go for if it can be done:

http://www.aulro.com/afvb/attachment...1&d=1426051880

Look at the difference. It's quite interesting the torque peak of the rover engine. That will be that work of art inlet manifold the later 4.6's have.

seeya,
Shane L.

---

Interesting

There is no shortage of suitable engines but the problem is always what box to use that will handle the power and how much to adapt it to a rover tc or hassle to use another tc.
A 4HP24 might handle a stock LS1 for a while but plenty of right boot will kill it.

If someone made an adapter for a decent more readily available auto (not the 4l80e), it would open up a whole lot of options.