I know I'm going to get beat up some on this one but here goes. I have a '95 Disco with a 3.9 that has given up after 140,000. Need a new heart so I found a 6.5 turbo diesel for $300. If there's someone out there who has done this before or a 6.2 I would appreciate some input. Already sourced the adapters from Marks 4wd for the ZF and the motor mounts. With a master rebuild of the 6.5 and using the ancillaries that came with it, I have it down to about $4500. Going to a mechanical injector saved me $500 right off which is fine because that's what I wanted anyway. The only questions I have to are the electrical type. It came out of a 12v C2500. Going to 24v that hard or is it just a rewire? Anything I don't have to figure out on my own would be great.

I noticed Marks4wd sells an adapter for the chevy transmission to transfer case. Why did you decide to stick with the zf transmission?

I know I'm going to get beat up some on this one but here goes. I have a '95 Disco with a 3.9 that has given up after 140,000. Need a new heart so I found a 6.5 turbo diesel for $300. If there's someone out there who has done this before or a 6.2 I would appreciate some input. Already sourced the adapters from Marks 4wd for the ZF and the motor mounts. With a master rebuild of the 6.5 and using the ancillaries that came with it, I have it down to about $4500. Going to a mechanical injector saved me $500 right off which is fine because that's what I wanted anyway. The only questions I have to are the electrical type. It came out of a 12v C2500. Going to 24v that hard or is it just a rewire? Anything I don't have to figure out on my own would be great.


Why would you want to go to 24v? I'd have to guess that it would cost $8k to do this, I think you're forgetting all of the little stuff that adds up quickly.

That's WAY too much to pay for one of those. AFIRover has a line on them dirt cheap.

The motor is much bigger than the rover v8. so fitting it in the engine bay will be a issue
You need heavier springs due to weight.

My personal opinion is that this motor not much of a improvement over the rover motor.
when you look at MPG AND power gains.

A rebuild of the v8 to a more powerful spec will be less money.

Ed

The motor is much bigger than the rover v8. so fitting it in the engine bay will be a issue
You need heavier springs due to weight.

My personal opinion is that this motor not much of a improvement over the rover motor.
when you look at MPG AND power gains.

A rebuild of the v8 to a more powerful spec will be less money.

Ed

The engine is wider then an SBC when measured at the heads. But plenty of people have stuck this engine in Discos and RRCs so it's not that big a deal.
You are looking at about 3-400lbs additional weight on the front so you do want custom springs
The 6.5td with a mechanical IP should get you 20-24mpg with a manual.
You will be looking at about 275ftlbs of torque
You are looking at a much higher cost with the conversion, but a stronger, longer lasting engine.

That's WAY too much to pay for one of those. AFIRover has a line on them dirt cheap.

Cheeper then $300 for a surplus engine or cheeper then 4500 for a complete rebuild?

If the later does it include new injectors and IP?

I know I'm going to get beat up some on this one but here goes. I have a '95 Disco with a 3.9 that has given up after 140,000. Need a new heart so I found a 6.5 turbo diesel for $300. If there's someone out there who has done this before or a 6.2 I would appreciate some input. Already sourced the adapters from Marks 4wd for the ZF and the motor mounts. With a master rebuild of the 6.5 and using the ancillaries that came with it, I have it down to about $4500. Going to a mechanical injector saved me $500 right off which is fine because that's what I wanted anyway. The only questions I have to are the electrical type. It came out of a 12v C2500. Going to 24v that hard or is it just a rewire? Anything I don't have to figure out on my own would be great.

Not sure how you got 4500 for the rebuild. Does that include having someone else rebuild it?

Doing the work yourself, going with new injectors, master kit, new 4911 IP, and you should be closer to 2200. 500 for a local machine shop to do all the machining, balancing, etc.

I would go with a GM transmission, and a rh drop transfer case, then use a double jointed rear shaft.

Skip the 24v idea, or is your Disco 24v?

Cheeper then $300 for a surplus engine or cheeper then 4500 for a complete rebuild?

If the later does it include new injectors and IP?

Beats me. Did you meet the Doctor with the 109 at Moab a few years ago with one in the truck? He had a pile of them and had a line on them by the container load. Dirt cheap as I remember.

For $4500, it had better be a "Complete" rebuild!

Is there anyone on this board that is driving a Disco or RRC with a 6.5 turbo. It would be nice hear from some one has done the conversion and what they have for results

Ed

The best I can do is a picture. 1996 RHD 6.2L

The $4500 is including shipping up here to BFE Alaska. I live in Fairbanks so stuff is harder to come by and the free shipping you guys get doesnt apply up here. The engine itself was only $300 and I plan on going mechanical as much as feasible. The work I'll do myself for the most part. The machining I can't do as my dad has all my tools for that in Texas and they charge way more up here for any kind of work. I might pull it off for less or it might be more, I wont know until I'm done. But I want to do this right and completely rebuild the engine and prep the Rover like a pro shop would do. I quit smoking two years ago and the money I saved from that is what is paying for this project so I have $6000 set aside to start.

I fear you are going to go deaf with that monster under the bonnet. They are unbelievably loud. Talk about driver fatigue! With the added weight I think you'll find the truck will handle funny. Not unmanageable, just a little more squirrilly and prone to dive into corners even resprung.
If your justification for replacement with diesel is that you got it cheap, I think you'll find that by the time you've finished rebuilding and reengineering the entire drive train that you will have spent far in excess the worth of the vehicle. Add in your labor and the down time on the truck and it will be painfully obvious. Really. A 95 Disco is only worth 2-4000 bones anyway. Go shopping for a new truck.

Here's one for 2500 on the Fairbanks Craigslist: http://fairbanks.craigslist.org/cto/1617673799.html

it wasn't because it was cheap necessarily. But the more I save the more I can do to it. I'm not doing this because I have no other vehicles I'm doing this to tinker and see what it can do because I can't find anyone else who has done it in the states. Basically I'm bored, I have the rover already, and now the engine. plus my f350 is diesel, my Jetta, my tractor. I save if I buy diesel bulk and my dad has a bio plant in Texas. I'm moving back later this year. To me these are good reasons.

I fear you are going to go deaf with that monster under the bonnet. They are unbelievably loud. Talk about driver fatigue! With the added weight I think you'll find the truck will handle funny. Not unmanageable, just a little more squirrilly and prone to dive into corners even resprung.
If your justification for replacement with diesel is that you got it cheap, I think you'll find that by the time you've finished rebuilding and reengineering the entire drive train that you will have spent far in excess the worth of the vehicle. Add in your labor and the down time on the truck and it will be painfully obvious. Really. A 95 Disco is only worth 2-4000 bones anyway. Go shopping for a new truck.

Here's one for 2500 on the Fairbanks Craigslist: http://fairbanks.craigslist.org/cto/1617673799.html

I don't see how it will be louder in the Disco then in a GMC PU or Burb.
The Series on the other hand... I don't keep a box of ear plugs in the cubby for the fun of it :)
With springs designed for the weight it wont be that bad. Its NOT more then some custom bumper/bullbar/winch combos some folks run.

Its NOT more then some custom bumper/bullbar/winch combos some folks run.

Or AFIRover's truck when it had the body and his survival (going to buy cigarettes at the corner) gear!:flipoff2:

The Series on the other hand... I don't keep a box of ear plugs in the cubby for the fun of it

Aloharover, is that you from the old LRO list?

To the best of my knowledge I am unique. :D

Pete

http://www.aloharovers.com/index.htm

There is a '95 Disco here in Charlottesville that has a 6.2 conversion with the ZF transmission. The custom torque converter came from a place in England as well as the motor mounts. I wheeled all day with the truck in our group a couple of years ago and remember I was impressed with how well the vehicle performed. I don't remember it being any louder than other diesels.

Yes that is my son and I. I use this screen everywhere. By unique I meant there isn't another AR around
:D

Yup, I remember you from the old mailing list that Bill Caloccia maintained. I started back in '95. It's me, Bill Adams in DC.

With all that torque you will be able to run big rubber on 3.55 gears! Until they explode anyways.:eek:

Im not going bigger than 31's. SS Thornbirds with beadlockers.

why on earth would you do this?

I imagine that you would be much better off just sticking with a LR diesel or perhaps some other medium displacement 4cyl. diesel. Something within the driveline limits.

That much weight on that suspension and diffs is too much. Not to mention the 6.5 is a turd compaired to other engines.

I imagine that you would be much better off just sticking with a LR diesel...

Perhaps something like this...

YouTube - Bell Auto Services Project TDV8 Defender running for the first time (http://www.youtube.com/watch?v=1bZH4vicB9o)

With all that torque you will be able to run big rubber on 3.55 gears! Until they explode anyways.:eek:

33" tires work just fine. And I have had great luck on TSLs. Sals rear, Rover front. 3.55s

I imagine that you would be much better off just sticking with a LR diesel or perhaps some other medium displacement 4cyl. diesel. Something within the driveline limits.

That much weight on that suspension and diffs is too much. Not to mention the 6.5 is a turd compaired to other engines.

I agree that a 300tdi would be easier, but the costs sky rocket.
A 4bt or 6bt would probably be perfect... if he can find one.

Again, the weight isn't that much.

300ftlbs of torque is "a turd compaired to other engines":confused::confused:

Perhaps something like this...

US Legal?

Cost?

Yup, I remember you from the old mailing list that Bill Caloccia maintained. I started back in '95. It's me, Bill Adams in DC.

List still exists :D

Pete

I agree that a 300tdi would be easier, but the costs sky rocket.
A 4bt or 6bt would probably be perfect... if he can find one.

Again, the weight isn't that much.

300ftlbs of torque is "a turd compaired to other engines":confused::confused:

And even granting that it is a 'turd compared to other engines' doesn't mean it is wholly unusable, or even a bad choice.

But then again, if it isn't tubed out, on rockwells, with Ouverson shafts, and a LS Chevy it isn't even worth the effort.

300ftlbs of torque is "a turd compaired to other engines":confused::confused:

not in reference to the output, which is lower than most turbo diesels of that size (real inline diesels, not school bus v8 diesels), but to the crankshaft and heat issues in the block. I just think that there are better options than that big behemoth.

I will refer you to the part where I said I live in Fairbanks, Alaska. LR diesels are rarer than Bigfoot up here. Even a 2.8 Isuzu I have to go to Vancouver, Canada. The 6.5 is within the tolerances for the ZF. It's the manuals it seems to break. The damper takes the punishment. The weight can be handled with heavier duty coils, shocks. And if the 6.5 is a turd, what would you call a 4cyl? I'm not racing it, not towing, I'm just going. I'm not a big fan of anything Government Motors but the parts are readily available just about anywhere and cheap. At least I'm not trying to drop a Ford PStroke in, I would, but I know that's too heavy.

Have you seen my thread , I am doing a mercedes diesel OM617 swap into a Disco , with the auto trans

I searched around for two months looking for a Merc to drop in but could only find OM602 and smaller. I wanted to try it but to have one sent up here would be insane even considering what I am doing with the 6.5.

US Legal?

Cost?

Do you get the diesel V8's over there? I'm not sure what makes an engine US legal or not. In the UK they just stick a probe up the tailpipe and assess what is coming out. If it is within the limits set for an engine of that age and type it's legal. If the vehicle that it is fitted in is old enough, they don't even do that.

From what you said, I suspect that the situation in the US is a bit more complicated.

Cost? Not cheap! Three on Ebay (with gearboxes) ranging from £1,500 to £3,500.

It all depends on the state you live in. Up here in Alaska they just shut down the emissions testing so its anything goes as long as it meets safety standards and is not spewing smoke. Back home for me in Texas the engine has to be the same year model or newer as the vehicle your putting it in. Thats more for the gassers though as diesels and motorcycles are exempt from emissions. If your in California they are crazy strict on all the emissions stuff. So its all where you live. I was hassled over my 6.0 Powerstroke while visiting California because it had straight pipes. It was fine where I was registered in Texas but they didnt care because I was there for more than a week. Its probably going to get a lot worse too. The low sulfur crap, the new em systems. The exhaust on my 2010 F350 needs an electrician more than a metal worker with all the sensors and regeneration gadgets they have tacked on.

Do you get the diesel V8's over there? I'm not sure what makes an engine US legal or not. In the UK they just stick a probe up the tailpipe and assess what is coming out. If it is within the limits set for an engine of that age and type it's legal. If the vehicle that it is fitted in is old enough, they don't even do that.

From what you said, I suspect that the situation in the US is a bit more complicated.

Cost? Not cheap! Three on Ebay (with gearboxes) ranging from £1,500 to £3,500.

No, those new engines we do not get :(

In my state all they do is stick the truck on the Dyno and check emmissions. If it passes, it passes. If it wasn't for the shipping those prices are pretty reasonable

I got in such a hurry I tore the 6.5 apart already and now I'm sitting on my hands waiting on parts. Decided to powder coat the block, heads, valve covers and the rest. Actually found a shop that was reasonable. Will post my progress as I go along.

In my state all they do is stick the truck on the Dyno and check emmissions. If it passes, it passes.

No Dyno test for me here in Denver, they do not have a 4 wheel dyno short enough at the diesel testing stations.

:grinpimp:

I 'am in the middle of putting a 6.2 in my disco. The adapter from marks will not work with the 6.2 6.5 flexplate. The flex plate is a bigger than the gas engine is wait I was told(advance adapters). I looked around, and if there is a kit here or overseas the company is ether does not make them anymore, do not have a website or they are not in business. I have started making my own kit. The zf can be beefed up and since my ZF needed rebuilding I would like to keep the overdrive. I would love to use a GM 700r4 but there is no adapter for it to the lt230 unless you make it. I would rather beef up the zf and not have to get new custom drive shafts and the cost of making a one off adapter.

Find yourself an Isuzu NPR (aka GMC W400) and throw that engine in.
3.9 turbo diesel Isuzu.

I can even tell you how they fit. Others can tell you how to fit a 370cc/1000 shot injection pump. The stock head gaskets seem good until about 60psi boost.

Of course now that I have committed to a 6.5 turbo, I have found a 2.8 Izusu, an OM617 and a 300 TDI all this week. But I still think this will work out fine as parts for the 6.5 are easier to come by where I'm going. There is a D90 on youtube that stuffed a 6.5 turbo into it so I'm not worried about fitting this beast.

YouTube - 1980 Land Range Rover 6 5 GMC V8 Diesel 100inch Dakar (http://www.youtube.com/watch?v=VesPz_MgWUc)

I have a 6.2na into a 88"

wow... all this talk of big GM engines makes me start wondering what a Duramax powered 110 would be like... :eek:

I just can't imagine it fitting (but if the 6.5 fits...:smokin:)

wow... all this talk of big GM engines makes me start wondering what a Duramax powered 110 would be like... :eek:

I just can't imagine it fitting (but if the 6.5 fits...:smokin:)

Like this one?
http://www.aulro.com/afvb/projects-tutorials/73516-duramax-powered-defender.html

Like this one?
http://www.aulro.com/afvb/projects-tutorials/73516-duramax-powered-defender.html

uh... yes like that one :grinpimp:

Of course that's a 130 so I'm still wondering if you could cram it into a 110

I 'am in the middle of putting a 6.2 in my disco. The adapter from marks will not work with the 6.2 6.5 flexplate. The flex plate is a bigger than the gas engine is wait I was told(advance adapters). I looked around, and if there is a kit here or overseas the company is ether does not make them anymore, do not have a website or they are not in business. I have started making my own kit. The zf can be beefed up and since my ZF needed rebuilding I would like to keep the overdrive. I would love to use a GM 700r4 but there is no adapter for it to the lt230 unless you make it. I would rather beef up the zf and not have to get new custom drive shafts and the cost of making a one off adapter.


Flexplate and Flywheel are same diameter Gas to Diesel. Tooth count (and pitch) is different.

I have personally taken the ring gear off of a 350 flywheel and used it on a 6.2 diesel. You have to ge the 'imbalance' matched - but it can be done.

RE: 700, why not make the LT230 divorced-mount and use a 2wd 700 trans?

OR - why not use the 700, adapt it to a BW1339 (Jeep QuadraTrac) - that way the drivelines are both offset like the normal Rover stuff.

OR - If you have big $$$ adapt the 700 to an 'Orion' T-case (AA Landcruiser replacement, offset drivelines).

Flexplate and Flywheel are same diameter Gas to Diesel. Tooth count (and pitch) is different.

I have personally taken the ring gear off of a 350 flywheel and used it on a 6.2 diesel. You have to ge the 'imbalance' matched - but it can be done.

RE: 700, why not make the LT230 divorced-mount and use a 2wd 700 trans?

OR - why not use the 700, adapt it to a BW1339 (Jeep QuadraTrac) - that way the drivelines are both offset like the normal Rover stuff.

OR - If you have big $$$ adapt the 700 to an 'Orion' T-case (AA Landcruiser replacement, offset drivelines).

thanks for the info on the flex plate. all those thoughts ran through my head but I went with keep it simple stupid in the end. One adapter + engine.

wow... all this talk of big GM engines makes me start wondering what a Duramax powered 110 would be like... :eek:

I just can't imagine it fitting (but if the 6.5 fits...:smokin:)

Too much fun! Imagine smoking Rice burners at stop lights with a Land Rover!

I re-read my post there, and I didn't explain myself as well as I would have liked.

When I put a 4-speed behind the 6.2 I mentioned - I used a flywheel from a 350 gasser. I knocked the starter ring gear off the flywheel, and installed a new 6.2 starter ring gear onto the 350 flywheel. Diameters are the same, Tooth count and pitch are different (as mentioned).

I am sure you all understood what I meant - but I figured I better spell it out more accurately.

uh... yes like that one :grinpimp:

Of course that's a 130 so I'm still wondering if you could cram it into a 110
I guess your wondering if the driveline length will fit into a 110, as a 130 engine bay is same as for a 110.

I know the transmission is much larger than rover stuff, but are they really so long that the 110 wheelbase could be too small? (we don't see much of this stuff here)

I guess your wondering if the driveline length will fit into a 110, as a 130 engine bay is same as for a 110.

I know the transmission is much larger than rover stuff, but are they really so long that the 110 wheelbase could be too small? (we don't see much of this stuff here)

That's exactly what I'm wondering... I am really surprised you can cram it into the engine bay to the point where I'm left with questions regarding what might stick out and where but there was a note that suggested the t-case had to move back, but it wasn't definitive... hell the engine bay in a D90 is the same size.

My father drives a full size Chevrolet with one of these beasts in it and HIS engine bay looks full... I can only imagine that monster in my little tiny itty bitty space (but that much power in a D!! :bounce2:)

I think this would be my current dream truck.. a ROW 110 (or a stretched 90)with a Duramax engine and an Allison transmission mated to a LT230 of course I'd also need Kieth's 35 spline axles so they don't just snap like twigs :flipoff2:

(of course there could be all kinds of problems I'm currently unaware of that would make this thing a nightmare and many will protest that it's not a _real_ rover...

(of course there could be all kinds of problems I'm currently unaware of that would make this thing a nightmare and many will protest that it's not a _real_ rover...

Then build an IBEX and don't worry about the haters!

Then build an IBEX and don't worry about the haters!


that's the longterm plan.... of course I've got a lot more to learn and some pennies to save first... causally watching for a good donor 110 for now...

if I had a barn I'd just start gathering parts now and make it a 10 year build plan :D