maybe the e-rod ls3?
http://www.topgear.com/car-news/modified/meet-incredible-icon-defender

 

fitting a Holden V8 (GM motor) used to be a fairly standard conversion on a range rover in Australia - throw away the 3.5l with manual box and fit a 5.0l with auto box - not sure if it is the same block as the LS1. Should be plenty around on it. See for example http://www.marks4wd.com/engine-conversions/bell-housing-adaptors/land-rover/holden-v8-engines.html

 

Search the DefenderSource forum for the LS swap.
One forum member was making adapters and engine mounts as I recall. It was for a D90 but the same unit should fit in the RRC. Not sure about the 4L80 transmission.
Seems like the best combo for the RRC. Better millage, better power, not as many leaks.
It seems that once you cross 150k on the Buick V8, it's a ticking time bomb.

 

its a ticking time bomb if it overheats ever. mine did, badly.

 

i'll be the token guy here. why not a 4.6 if you want more power? i completely understand though, the ls1 is a great engine. its just everything thats involved with any conversion can be a major headache and adds to "fatigue" when it comes to motivation to finish a project. especially when an engine replacement is demanded unexpectedly. I can only speak for myself of course. I had this happen to me when i decided to throw an ls1 into a porsche 951. bought everything, stared at it all, and sold it all off piecemeal. bought a 968 which had more power to begin with. that car's another story but point still stands! lol

 

LS1 or LSx?
The true LS1's are way over priced, as well as not great candidates for a LR swap to begin with.
I am more than happy with the LQ4 I have. A LOT more grunt than the 5.3 or 5.7's, which is what you want in a SUV.
Do some measurements and see if you can use the truck intake, as it offers more grunt still than the LS6 intake etc I had to run due to clearance.
Let me know if you need any specifics, been there and done that....

Martin

 

Thanks. I think I just need to get the adapter figured out first. I want to keep the 4HP22 transmission for now. I don't want to have to modify anything inside the vehicle that can be seen. I want it to look as stock as possible. The only way someone will know it's different is by the power when they mash the gas.

If you have any suggestions on the adapters let me know. I know I will need something for the flexplate and the bellhousing.

 

I'd be inclined to think that if you have to pull the motor out anyway, maybe buy another motor, even a 4.6 l, and mix and match to make it fit. If you are worried about slipped liners, then you can pull the heads and have a look. I can pick up a wrecker in good condition for under a grand, and it's the cheapest source of parts, and there are bound to be other bits you will need at some time.

There is a lot of stuff written about dropping liners, but it seems to me most motors don't respond particularly well to being cooked and why should this motor be any different?

 

Martin is the man you need to speak to, he's done it in a P38 and even managed to get it to interface with the BeCM, EAS and all the other electronic bits (see http://www.rangerovers.net/forum/7-range-rover-mark-ii-p38/43297-guess-whats-coming-next.html). I wouldn't think there should be any clearance problems although it might be a bit tight on the drivers side. On a P38 the engine is offset to the right as the propshafts run down the left side of the car, whereas the Classic is offset to the right (with the props on the left) so it might get tight around the steering column area. Other than that, if it will fit a P38, it should fit a Classic. Martin also has adapters to mate the engine and transmission. The 4HP22 fitted to the Classic was also used in the 4.0 litre petrol and diesel P38, the 4.6 had the stronger 4HP24 so you may want to consider updating the gearbox internals to 4HP24.

 

Martin is the man you need to speak to, he's done it in a P38 and even managed to get it to interface with the BeCM, EAS and all the other electronic bits (see http://www.rangerovers.net/forum/7-range-rover-mark-ii-p38/43297-guess-whats-coming-next.html). I wouldn't think there should be any clearance problems although it might be a bit tight on the drivers side. On a P38 the engine is offset to the right as the propshafts run down the left side of the car, whereas the Classic is offset to the LEFT (with the props on the RIGHT) so it might get tight around the steering column area. Other than that, if it will fit a P38, it should fit a Classic. Martin also has adapters to mate the engine and transmission. The 4HP22 fitted to the Classic was also used in the 4.0 litre petrol and diesel P38, the 4.6 had the stronger 4HP24 so you may want to consider updating the gearbox internals to 4HP24.

Edited as I got my left and right muddled.....

 

My biggest clearance issue so far, just by looking at it will be the starter and right side exhaust manifold. The manifold is going to be aimed right at the firewall and then into it a bit, I might need to find a center exit manifold.

I'm going to throw a cam in it, and maybe an updated ignition system. Then I need to figure out the wiring and connecting up the stock fuel pump so it runs with the engine and new computer. Seems pretty straightforward though.

 

Ahh, but if you converting a proper one with the steering on the right, with the engine offset to the left, you'd have loads more space......

 

Okay

I have found two vital pieces of information on the web. Small block Chevy bellhousing bolt pattern and the Rover V8 bellhousing bolt pattern.

First the Rover:

Next the Chevy Small Block

 

Of course there will be more to figure out as I take some depth measurements.

 

Oh, So the motor i decided to buy is a 1994 350 TBI. It came with everything. Computer, harness, accessories, injection parts, starter, manifolds, and the flexplate. I figured it's stupid simple to get parts for, reliable, and easy to upgrade and make power with. It should deliver some decent mileage as well.

 

isnt that an LT1 then?

 

I'm not sure, but I think so. The main difference between the LT1 and TBI are the water pump and fuel injection system.

 

A 350 TBI is a SBC, period. No real designations until TPI kicked in, then the (POS) LT1's came about. There is a reason people with the lt1's pull them in favor of a LSx.....
As you say about TBI's though, really simple to get it running, although not a real powerhouse at all. I have swapped lots of them into Jeeps over the years, before the LSx platform became more affordable. If you look at stock numbers, even numbers with a mild cam and ECM chip (yep, it is a removeable chip), there is nothing to gain over a healthy 4.6. Stock was @210hp, and they have LOTS of downfalls. The camshafts are complete junk, OEM heads are junk, and they have a really hard time with exhausts if there isnt enough room for good headers/manifolds. Basically ALL the shortcomings that the LSx platform overcame.
You will need to either swap fuel pumps, or regulate the Rover one down to TBI pressure. 13PSI rings a bell, although it's been a few years since anyone bothered paying me to do a TBI motor swap.
The 4.8 LSx motors are just about free, as everyone wants the 5.3 and 6.0 motors, so I dont think it worth the effort of a TBI 350 myself.
Beware of a few changes externally between the SBC architecture, and the LSx architecture, your drawings are off for a start. The LSx platform is NOT a SBC of old, so be careful what you are looking at.
I would never bother trying to run a ZF22 box behind anything healthy, been there and tried it. Trans lost the fight big time, even after a rebuild.
My P38 shifter controls the 4L60E, and the Rover transfer case is still present and accounted for.
The ONLY change inside mine is the addition of 3 Autometer gauges, and they are purely by choice.
The noise of the 6.0 with the LS6 intake/injectors/TB, ECM tune, and the CAI kind of give the game away, but it still is fully stock inside. I couldn't resist making the rear badge though...."6.0 HSE"
I have the adapter shafts made to go from a 4L60 to the P38 transfer case, out of hardened (Rockwell 60 IIRC) shafts, and have them on the shelf. Although I think there is stuff out there already for the older Classic parts, adapter wise.
In summary, unless you want to swap heads, camshaft and valve gear, bore the throttle body, and so on......All to achieve a whopping @225-250HP, it isnt worth the time to swap in a 350 TBI. A stock 4.8LSx will kick its behind all day long, in even mildly modified trim. Add in a LOT better MPG, all the tuning available for the ls platform (no chips to buy!), and so on....It's a no brainer. Hell, in a way your going backwards anyways, from MPI to TBI?

Martin

 

I'm not looking for a ton of power. more about reliability and parts availability. I can go to any junkyard in the USA / Canada and find a replacement block or parts. Its stupid simple to work on. I plan on using it for light expedition trips out in the Desert of Utah and Wyoming. If I throw a cam in it and a nice exhaust system, it will work fine for me. I think I'm going to have to get some taller tires. The 350 isn't going to like going 80 and reving 3000 rpm like my 4.2 did when it was operational.