> Jean-Leon, I looked back over some of your posts from a year ago and I
>see the Cummins 3.9BTA and 3.4-6AT. RPM was the problem with the 3.9BTA and
>parts availability/price (as well as finding an engine) was the problem with
>the 3.4-6AT. What is the Cummins 3.9BTA? How does it differ from the 4
>cylinder ISB? Have you found a way to deal with the gearing to solve the
>RPM problem? Are you relying on tire diameter to deal with the problem?
> Also, I notice in the old posts that C. Marin Faure mentioned the
>possibility of swapping in a Land Rover Tdi Diesel. Land Rover Owner
>International in a recent issue made it sound like is was a semi-bolt-in
>operation. On the other hand, East Coast Rover will not put a 300 Tdi in a
>Series Land-Rover unless it has been converted to a coiler. They say the
>Series axles and gearbox are not strong enough. They use the transmission
>from the Defender for the swap and they claim it requires a great deal of
>custom work to get the engine to fit. Does anybody know anything about this
>swap?
The 200 TDi will go into a series. I know one of the problems for
the 200 TDi is with the steering relay fouling the radiator or
intercooler, and the engine mounts aren't right. I forget what else
there is, but the list never seemed that bad, given the difficulties
some swaps present. I don't if you could put the a 300 TDi in or
not. I know it's not as easy, but that doesn't mean it can't be
done. Don't forget that if ECR sells you a chassis, axles, gearbox,
transfer case, brakes, power steering, hydraulic martini shaker, and
engine, at their prices they make more money (lots, lots, lots more)
then if they just sell an engine.
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