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Discussion Starter #1
All--

Been off the forum for a while and after finishing and debugging the new cam on the P38 last yar (which was a PITA) both rovers are now working well. But that was after I blew the front diff in the LWB 3 week ago, which I'm blaming on the RPI 4.6L Phase 3. ;)

I'm now looking for a White 1995 LWB and want to put a diesel in it. I plan to keep the ZF and convert to 230 TC. Now to look at the diesel options. I read the article on RR.net about the diesel conversion but was looking for updated opinions.

As part of the search, I checked out M&D Engineering in UK and they have kits for the international HS 2.8L TGV and the good old Isuzu 2.8L 4JBI TD. I was also looking at the Jeep Liberty 2.8L CRD diesel engine from 2005/6... but it has all the electronic stuff on it.

Any other options or opinions?
 

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Hep,i am a V8 lover..(diesels stinks.. :naughty: )sorry about that..anyway IMHO that 2.8TGV is way to go i think?Is that engine basically Brazilian updated "300Tdi"?I have read good stories from Land Rover magazines concerning that engine..
Rgds:Jukka
RR92 Westminster 4.6
-72 Rover P6 3500 efi
 

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Is the Jeep diesel engine a VM unit?
If so, I'd say thats a winner.
RRs had VM diesels in the 80s, it would be the right size/weight/torque etc.
Think of Project Bullet.
 

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The International 2.8 is widely reputed as the ultimate upgrade for RRC/disco/defender diesels. I believe itsbased on the 200tdi, not the 300 which again is rputed as an advantage. i had a 200tdi rangie and thought it brilliant. The international just has more power/torque so should be even better.
 

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TD5 `) Several people have done them into discos and classics. Tuneable and are more refined than the TGV and other jap engines. The electronics are not difficult to get to work ok.

I have heard of Merc 6cyl diesels being used. Not sure where to get one though.....

TD6? Other Beemer diesels?

My own view is that, if it is not a V8, then it should at least be more than a 4cyl engine in a Rangie. They are built for multi cylinder engines, 4 pots are too clattery for me!!
 

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Ronstory lives in AMERICALAND!

Td5, td6, beemer, tgv and gof knows all waht will be useless if parts have to be specially ordered from Europe.

That VM lump from the jeep is italian in origin but if it was in a jeep that was sold in the US then every mom and pop grocery store has jeep parts or can have them in the morning.
Being VM, all the VM-to Rover bits will be available off the shelf over here (and there not consumables)
Its the right size (4cyl, 2.8litre) and weight so there will be no nose heaviness etc.

It sounds like a pain-free conversion with a VM engine and everything else used having an LR part number.
 

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Discussion Starter #7
All--

Yes, I'm alive. :)

Thanks for the great opinions and I'll have to brain huddle with Doug at Ship's Mechanical and get his take as well. He has been importing the rover diesels into PDX from UK and dropping them in discos and rangerovers. I drove a 94 LWB with rover TDI and it was a bit slow off the line but did fine one moving. Doug said he gets 20/21 MPG around town picking up parts and got 25 MPG on a trip to California and back.

That said, I do like the idea of the VM motor since I can pester the Jeep dealer down the street for parts... unless they go out of biz. (ie. Pontiac, Saturn, Hummer, etc).

I'll keep you updated... still looking for the white 95 LWB with a good costmetics. ;)
 

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It is a valid point you make Tim :oops:

I suppose the VM will be an OK idea, are there that many Jeeps in the US with diesels?
 

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rangerovering said:
It is a valid point you make Tim :oops:

I suppose the VM will be an OK idea, are there that many Jeeps in the US with diesels?
I doubt they sold many but they will have to provide the parts support.
 

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Discussion Starter #10
Just waking up my old post. I've been looking for a 95 *WHITE* LWB that is in decent shape. It's amazing what folks are willing to call straigth and after flying to the SF area to look at a hammered one, serveral in Washington one with dents in the cowl, or someone in oregon that is still trying sell a "restored" one for 8K a blown viscous coupler. (sigh) After many months of looking and 11 RRs later... I just landed my Moby Dick. Woo-hoo!! :dance:

It's pretty straight, white, 135K and got it for less than $3K. Now to get rolling on the diesel conversion.

While the preformance of the VM looks pretty impressive at 160HP and almost 285+ft-lb of torque... mating up the electronics looks to be tricky since it may be expecting other electronic "handshakes" from the Jeep Liberty harness.

I'm now looking at the good old 300Tdi or the International HS 2.8TGV. I like the idea of the international, one because it looks pretty bullet proof and I'm a long time International fan... even before I was a Land Rover fan. My '76 Scout-II is stilling the driveway, with a built zero balened 392 improved cooling motor, dana 44 lockers and will climb a tree. But I digress... ;^)

I've been researching the M&D site for info on the HS 2.8TGV and will need to call them next week to see what the scoup is on what mating is needed to the ZF 22 tranny and hooking up the ancillaries like power steering pump and the AC compressor. It will require some electronics, but that's not a biggie for me.

The other "easy" option is to hunt down a used Rover 300 Tdi with tranny and just drop it in. Since I'm trying to get a bit of gas mileage out of it... I'll probably ditch the BW and got with the LT230.

Anybody done the HS 2.8 conversion on a RR... and have a few pics?
 

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Discussion Starter #11
OK... this is going to be tougher that I thought. I got a hold of Stephen Cahill at Old British Wheels this morning and apparenly the HS 2.8L TGV is out of production. One of his biz associates had 200 of them but they are out of stock. Drat!

Stephen mentioned a few other options and I'll give an update when I get more info.

The search continues...
 

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We have 14 ft. Hino (Toyota) box trucks at work, and they have a big honkin' 4 cyl Turbo Diesel which I have been lusting over for years for a small truck powerplant. They would be unbelievable in a Rover (or any other) for sure. So much torque, and probably not bad on mileage in a vehicle that doesn't weigh 17,000 lbs.
 

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ronstory said:
Just waking up my old post. I've been looking for a 95 *WHITE* LWB that is in decent shape. It's amazing what folks are willing to call straigth and after flying to the SF area to look at a hammered one, serveral in Washington one with dents in the cowl, or someone in oregon that is still trying sell a "restored" one for 8K a blown viscous coupler. (sigh) After many months of looking and 11 RRs later... I just landed my Moby Dick. Woo-hoo!! :dance:

It's pretty straight, white, 135K and got it for less than $3K. Now to get rolling on the diesel conversion.

While the preformance of the VM looks pretty impressive at 160HP and almost 285+ft-lb of torque... mating up the electronics looks to be tricky since it may be expecting other electronic "handshakes" from the Jeep Liberty harness.

I'm now looking at the good old 300Tdi or the International HS 2.8TGV. I like the idea of the international, one because it looks pretty bullet proof and I'm a long time International fan... even before I was a Land Rover fan. My '76 Scout-II is stilling the driveway, with a built zero balened 392 improved cooling motor, dana 44 lockers and will climb a tree. But I digress... ;^)

I've been researching the M&D site for info on the HS 2.8TGV and will need to call them next week to see what the scoup is on what mating is needed to the ZF 22 tranny and hooking up the ancillaries like power steering pump and the AC compressor. It will require some electronics, but that's not a biggie for me.

The other "easy" option is to hunt down a used Rover 300 Tdi with tranny and just drop it in. Since I'm trying to get a bit of gas mileage out of it... I'll probably ditch the BW and got with the LT230.

Anybody done the HS 2.8 conversion on a RR... and have a few pics?
There is a step by step guide of a TGV conversion of a Defender in the last 3 Issues of Landrover Monthly Magazine. Lots of pics !
 

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I have driven a couple of Classics converted to 300TDI and loved them. They are certainly not gutless despite what others may say. You might contact Doug Shipman in your neck of the woods and see what he can come up with. Gord'n at Lamorna up in Seattle imports 300TDI bits as well.
 

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Why convert? You will never pay for it in the improved MPG's and diesel cost more anyway. Im sorry but diesel sucks. It can barely pull pee out of a wet paper sack. V8 is cheaper to work on, you can get parts in the states without getting bent over by Rovers North and the Rover V8 is a **** good engine to start with. Stick with the V8 and let the fade chasers convert to diesel.
 

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Doctor Leo said:
Why convert? You will never pay for it in the improved MPG's and diesel cost more anyway. Im sorry but diesel sucks. It can barely pull pee out of a wet paper sack. V8 is cheaper to work on, you can get parts in the states without getting bent over by Rovers North and the Rover V8 is a **** good engine to start with. Stick with the V8 and let the fade chasers convert to diesel.

I think one of the big reasons people want a diesel in their Rover is because they want something not everyone has. A lot of Americans want more diesel cars and SUVs available to us because they aren't available to us. On the other hand, our friends across the pond would love more gas engines available to them. I think the added mpgs are just an added bonus.


Colin
 
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