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Landrover Engine Conversion

General

This conversion kit is for the installation of a Chevy / Holden LS1, LS2, LS3 V8 engine to the standard Range Rover / Land Rover 4 and 5-speed transmissions.

The kit will also suit a Land Rover 109" and 110" wheel base including the Land Rover Defender and the Discovery fitted with theRover alloy V8 engine.

Front Springs

The front coil springs on the Range Rover / Land Rover will need to be upgraded as the cast iron GM engines are heavier than the alloy Rover V8 engine

Transmission

Engine Kit

The GM V8 engine kit consists of an adaptor plate that bolts to the rear of the engine. The standard Range Rover / Land Rover V8 bellhousing then bolts to the rear of the adaptor plate. The transmission does not need repositioning for this conversion as the GM V8 engine has similar external dimensions as the Range Rover / Land Rover V8 engine.

A spigot bush, spigot bush adaptor, bellhousing cover plate and all the required bolts are supplied with the kit.

See below for kit information.

In addition to the engine kit, Marks 4WD manufacture and supply the following kits that are used as part of the conversion process.

The standard LS starter motor is designed to turn a flywheel with a 168 tooth ring gear. Marks 4WD Adaptors manufacture a new starter motor that is designed to turn a flywheel fitted with the 153 tooth ring gear.

Holden 308 V8 Bolt Patterns

Holden V8 engines are available with two bellhousing bolt patterns. All 253 C.I. engines have the Holden Trimatic bolt pattern.

  • The 308 C.I. engines are available with the Turbo or Trimatic bolt patterns.
  • The 1988 VN and later 304 C.I. and 350 C.I. engines have the Turbo bolt pattern.

The bolt patterns are illustrated below.

Chevy Turbo bolt pattern (left) & Holden Trimatic bolt pattern (right)Chevy turbo bolt pattern

Clutch Options

A standard 10.5" GM clutch kit can be used with the Range Rover / Land Rover 4-speed transmission as the clutch spline is the same (10 tooth).

A 10.5" GM clutch pressure plate and Rover 5-speed clutch plate can be used with the Range Rover / Land Rover 5-speed transmission.

A Range Rover / Land Rover clutch kit can be used but the GM flywheel will need to be re-drilled and taped to accept it.

Refer to the MCK117 Clutch Kit or MCK410 Clutch Kit for further information.

Holden engine to R/R - L/R 4 or 5 speed gearbox conversion kits

Refer to the Holden V8 Trimatic R/R Man or Holden V8 Turbo R/R Man for further information.

This conversion kit is for the installation of a Chevy V6 or V8 engine to the standard Range Rover / Land Rover ZF 4-speed automatic transmission. The kit will also suit a Land Rover 109" or 110" wheel base including the Land Rover Defender and the Discovery fitted with the Rover alloy V8 engine.

NOTE: The front coil springs on the Range Rover / Land Rover will need to be upgraded as the cast iron GM engines are heavier than the alloy Rover V8 engine.

Clutch Options

A standard 10.5" GM clutch kit can be used with the Range Rover / Land Rover 4-speed transmission as the clutch spline is the same (10 tooth).

A 10.5" GM clutch pressure plate and Rover 5-speed clutch plate can be used with the Range Rover / Land Rover 5-speed transmission.

A Range Rover / Land Rover clutch kit can be used but the GM flywheel will need to be re-drilled and taped to accept it

Refer to the MCK410 Clutch Kit or MCK105 Clutch Kit for further information.

Land Rover Engine Conversions using GM automatic transmissions

4L80E (4 speed electronic automatic transmission)

The 4L80E transmission is similar in strength to the old TH400 3-speed with the addition of an overdrive 4th gear.
The transmission is electronically controlled by the engine management system.
Gear Ratios - (1st - 2.48:1) (2nd - 1.48:1) (3rd - 1.00:1) (4th - 0.75:1)

The 4L80E has an overall case length of 661mm/26" without the extension housing. Depending on the application, the length of our adaptor coupled with the 4L80E will most likely require the cross member and tail shafts to be modified (depending on engine mount locations).

TH400 (3 speed automatic transmission)

The Turbo Hydromantic 400 is basically the same design as the TH350 but a stronger version. The Turbo 400 is also a 3-speed automatic transmission. The standard GM TH400 will bolt directly to the Chevy V8 petrol, Chevy V8 diesel and Turbo pattern Holden 308 engines. Several case variations of this transmission were manufactured; they bolted directly to Jeep, Buick, Oldsmobile, and Pontiac V6 and V8 engines.

Gear Ratios: (1st - 2.48:1) (2nd - 1.48:1) (3rd - 1.00:1)

If you intend using a 253 Holden V8 or a Trimatic pattern 308 you would need to adapt the automatic transmission to the engine with another adaptor plate, which are generally available from any speed shop.

Flywheel / Starter Motors

Flywheel

Gen3-Hilux Flywheel

The new flywheel with the 153-tooth ring gear must be used. The original flywheel fitted with a 168 tooth ring gear will not fit inside the bellhousing.

The LS engine can be fitted to the vehicle without the need to reposition the transmission, or alter drive shaft lengths.

 

Flywheel

The original GM flywheel and starter motor are used for the conversion. The bellhousing will need to be modified to allow the starter motor nose to clear. If a hi-torque starter motor is used the bellhousing modification can be minimised.

When fitting Chevy petrol engines, a smaller 10.5" 153 tooth flywheel must be used as the larger 11.0" 168 tooth flywheel will not fit inside the original Range Rover / Land Rover bellhousing. Most Chevy petrol engines imported into Australia were originally fitted to an automatic transmission. Marks 4WD Adaptors manufacture flywheels to suit these engines.

The engines are externally balanced with counter weights fixed to the flex plate. The new flywheel fits behind the flex plate, thereby retaining the correct engine balance. Six new bolts supplied in the kit secure the flywheel and flex plate to the crankshaft, along with 3 new bolts to secure the flex plate to the rear of the flywheel. The flywheel has the same off set as the standard GM flywheel and has been drilled to accept the 10.5" flat fingered diaphragm clutch kit or the original Rover clutch.

Click here for kit information.

Starter Motor

The standard LS starter motor is designed to turn a flywheel with a 168 tooth ring gear. Marks 4WD Adaptors manufacture a new starter motor that is designed to turn a flywheel fitted with the 153 tooth ring gear.

Gen3-153T starter motor

 

 

 

 

 

Exhaust

Headers

The original Commodore/Chevy cast iron exhaust manifolds will not between the chassis rails. Marks 4WD Adaptors manufacture purpose build headers that exit between the chassis rails.  See the following photo's.

Click here for kit information.

Headers

 

 

 

 

Wiring

Interface Wiring Loom

LS1

An interface wiring loom for GEN3 engines has been developed which replaces the original GM engine loom. It is fitted with all of the required relays, fuses and plugs to connect the PCM to the engine. The loom is fitted with the standard GM diagnostic plug to make fault finding easy. To help with the installation a Tacho output wire, a VSS output/input wire and a TPS wire are included.

Also manufactured is an interface harness for the VT engine harness. The harness plugs directly into the VT 3 plug harness, it comes with all the required fuses and relays.

Click here for kit information.

LS2 Engine Management

A full engine management kit for the LS2, L76, L98 engines using the E38 two-plug ECM is made. The kit comes with a full engine harness, fitted with all the required fuses and relays. The kit also includes the O2 sensors, MAF sensor, pre-programmed E38 ECM (No VATS) and a new pedal assembly. This kit will pass emissions testing as it includes the fuel purge wiring and ECM programming required.

For those into racing, an off-road racing engine management system is available for purchase. This kit is similar to the above management kit but is designed solely for racing purposes. This system will not pass emissions and therefore is not legal for road use.

Click here for kit information.

This conversion kit is for the fitting of Holden V8 engines to the standard Range Rover / Land Rover 4 and 5-speed transmissions.

The kit will also suit Land Rover 109" and 110" wheel base including the Land Rover Defender and the Discovery fitted with the Rover alloy V8 engine.

NOTE: The front coil springs on the Range Rover / Land Rover will need to be upgraded as the cast iron GM engines are heavier than the alloy Rover V8 engine.

Kits are also available to suit the factory 4-speed automatic transmissions.

The GM V8 engine kit consists of an adaptor plate that bolts to the rear of the engine. The standard Range Rover / Land Rover V8 bellhousing then bolts to the rear of the adaptor plate. The transmission does not need repositioning for this conversion as the GM V8 engine has similar external dimensions as the Range Rover / Land Rover V8 engine.

Different engine mount kits are available to suit a range GM engines. The engine mounts have been designed to bolt to the side of the GM engine and then bolt directly to the original (Range Rover V8 pre 1996/ Land Rover V8 pre 1999) engine mounting rubber and chassis bracket. The original chassis mounts do not require relocation.

The engine mounts have been designed to give you sufficient legal sump to differential clearance when used with a standard GM rear drop sump.

A spigot bush, spigot bush adaptor, bellhousing cover plate and all the required bolts are supplied with the kit.

The original GM flywheel and starter motor are used for the conversion. The bellhousing will need to be modified to allow the starter motor nose to clear.

EFI Wiring

A wiring loom has been developed which is fitted with EFI, fan, A/C, fuel pump relays and fusses along with the original GM plugs that correspond with the engine loom. The few remaining trailing wires are labelled to show you where to connect them.

Refer to MFK690 or MFK690VS for wiring loom kit information.

See also EFI mounting brackets MFK682 or MFK683 for information.

Diagnostic Test Light

Commodore V6 and V8 vehicles are fitted with a diagnostic test light to alert the driver of electronic component failure associated with the engine management system. Marks 4WD Adaptors manufacture a diagnostic test light, switch and loom that can be fitted into any vehicle fitted with a Commodore V6 or V8 engine requiring simple and quick engine management diagnostics.

Click here for kit information.

Vats / Mem-cal Reprogramming

PCM Anti-Theft Programming

The Commodore and Chevy engine management computer require a stream of data to be sent to it from the body control module prior to starting the engine. This is part of the vehicle’s anti-theft system. The stream of data required by the PCM is unique. It is possible for the input to the PCM to be switched off by changing the program information. Marks 4WD Adaptors can reprogram your PCM.

Click here for kit information.

BCM

Commodore VR and VS engine computers (PCM's) require a security signal from the body control module before the engine can be started. The BCM simulator is programmed to supply the correct security signal allowing the engine to be started.

The simulator is programmed to send both VR and VS security codes.

The simulator is also equipped with an output to control a relay for the engine cooling fan. This option will only work with VS models.

Click here for kit information.

PCM Mem-Cals

Commodore VT engine management computers require a stream of data to be sent to them from the body control module, prior to starting the engine. This is part of the vehicles anti theft system. The stream of data required by the PCM is special. Fortunately the input to the PCM can be switched off by changing the program information in the mem-cal. Marks 4WD Adaptors can supply mem-cals on an exchange or outright basis.

Refer to the MEM-CALS for further information.

Vehicle Speed Sensors (VSS)

For the Commodore ECM/PCM to function properly and allow the engines emissions to comply with EPA regulations it must acquire a speed signal from the VSS. Marks 4WD Adaptors manufacture a number of VSS units and VSS interfaces to suit most EFI engine and vehicle combinations.

Refer to VSS Interface hall effect to Rover cable speedo or VSS Interface inductive to Rover cable speedo for further information.

Fuel

Surge Tank

Vehicles previously fitted with carbie engines are commonly being re-powered with Commodore, Chevy, or Oldsmobile EFI V6 / V8 engines. Carburettor engines experienced no problems as the carbie bowl acted as a reservoir and prevented fuel starvation. Unfortunately EFI engines rely on constant fuel pressure for the injectors to operate properly. In most cases the fuel tanks are not equipped with baffles that prevent fuel starvation when accelerating quickly or climbing steep hills, the fuel supply line in some cases is also too small for the high volume high pressure pump.

To overcome this problem Marks 4WD Adaptors manufacture a surge tank that is used in conjunction with a low pressure lift pump. The lift pump is mounted on the side of the surge tank, it transfers fuel into the surge tank which holds approximately 1ltr of fuel. When it's full, an over flow pipe caries the excess fuel back to the fuel tank.

A 12mm outlet is fitted in the top of the tank allowing unrestricted fuel supply to the high pressure fuel pump, the 12mm outlet is fitted with a pickup tube which is suspended approximately 25mm from the bottom of the surge tank. This allows heavy material and water to be separated from the fuel, a drain plug is fitted for ease of servicing. The return fuel from the engine is plumbed into the top of the surge tank through a separate fitting.

The tank is supplied with all fittings, lift pump, mounting bracket, hardware and instructions.

Click here for kit information.

Engine Mounts

Engine Mounting

In addition to the Engine kit, Engine mounting kits are available to suit GM engines. The supplied engine mounts have been designed to bolt to the side of the GM engine and then bolt directly to the original Range Rover V8 pre 1996 / Land Rover V8 pre 1999 engine mounting rubber and chassis bracket. The original chassis mounts do not require relocation. The engine mountings have been designed to give you sufficient legal sump-to-differential clearance when used with a standard GM rear drop sump.

Click here for kit information.