polksfinest
Observer
redrover i sent you an email and talked to you on the phone i would be glade to send you a prepay-ed envelope for you to send me a template please
classic range rover diesel conversion
- Thread starter REDROVER
- Start date
REDROVER
Explorer
no problem sir. i will make a copy on Wednesday when i go back to work call me or email me for the adr u want me to send it
REDROVER
Explorer
when you remove the land rover zf 22 trans from the motor, you will see it has about 5 deferent parts in there were tq converter attaches to the plate. u will use one of them. its a round plate about the size of the tq converter..
that plate welds to flywheel of the 6.2 ( that comes out with 5 bolts) and when its welded on you can bolt your tq converter
if u don't wanna go with zf 22 i suggest 4l80e Trans (adapter for transfer case and 2 drive shafts) that's also easy job
ERIC
that plate welds to flywheel of the 6.2 ( that comes out with 5 bolts) and when its welded on you can bolt your tq converter
if u don't wanna go with zf 22 i suggest 4l80e Trans (adapter for transfer case and 2 drive shafts) that's also easy job
ERIC
polksfinest
Observer
any luck with making that template?
RoverMack
Adventurer
Video from Saturday nights SCLR run
It was dark but you can hear the diesel chugging away happily.
Great job on the transplant
http://youtu.be/Q2f8yxO0KYI
http://www.youtube.com/watch?v=Q2f8yxO0KYI
It was dark but you can hear the diesel chugging away happily.
Great job on the transplant
http://youtu.be/Q2f8yxO0KYI
http://www.youtube.com/watch?v=Q2f8yxO0KYI
REDROVER
Explorer
HEY buddy it was very nice meeting you. hope to see u again in big bear. u have a beautiful p38. tnx for the help recovering Franks rover, ( it would of been super hard without your winch)
ERIC
Attachments
![i-TBjf8j2-M[1].jpg](/data/attachments/40/40181-6d3b587ba2597e1f6bb4d00cc59c63af.jpg)
RoverMack
Adventurer
Pleasure to meet you also, and to see your well executed diesel transplant.
The recovery was certainly a combined effort.
Took the plunge (drive),and drove 130 miles north to meet Eric and his REDROVER! I wasnt disapointed. Thanks Eric and Roman,for all your time and advise. Not only did I get to see redrover, I also got to Test Drive it! Heres my view of Eric's truck;It pulls great off the line with torque to spare,much better than my RRC 4.2.It feels light and nimble ,like it doesn't have full time 4wd. The 6.2 looks like it belongs there,nice and clean.The shift points on the trany are fine, I could not tell the difference at all .The extra 300 lbs of the 6.2 is the only thing you have to take into consideration ,heavy duty springs are mandatory,no big deal. To all who gave Eric all the negative vibes and unsolisited advise,all I have to say is , You dont know what you are talking about ! Eric knows what he's doing,he has the know how and the means to do it .Only regret is that I didn't get to drive His H1 Hummer or RR (Rolls Roys) HAHAHA only kidding Eric. Thanks for the template ,see you soon, Big Bear? thanks again ! Marco
REDROVER
Explorer
Marco tnx for taking time to come see and drive my rover, i am glad u liked it 
>>> IT CANT BE DONE <<<< is a funny word
http://www.youtube.com/watch?v=gvRy9OXeOuE
may be next time i can drive down the Rolls Royce Phantom or Hummer H1 to see your diesel rover. then we will switch test drive em
ERIC
>>> IT CANT BE DONE <<<< is a funny word
http://www.youtube.com/watch?v=gvRy9OXeOuE
may be next time i can drive down the Rolls Royce Phantom or Hummer H1 to see your diesel rover. then we will switch test drive em
ERIC
Attachments
Last edited:
polksfinest
Observer
yah me three thanks
Tahoe Diesel
Observer
Eric and LtFuzz,
What size exhaust systems are you both running? I ask because increasing the diameter of the exhaust system from the downpipe back will also help in keeping your engine temps down as well as increased power (not that you guys want/need more power, but it's there if you care to use it). I'm a 6.5 guy and one of the first and most common upgrades that 6.5 enthusiasts do is a 3" downpipe to a 4" exhaust.
However, this does result in a more aggressive exhaust tone. The younger guys love the sound, I hate it myself, so I'm going to step up to just a 3" or possibly 3.5" system with the most quiet free flowing muffler I can find.
My main motivation for a larger freer flowing exhaust is to help keep the engine temps down on the long uphill grades. With the 6.5TD the main restriction is the narrow downpipe from the turbo, which for some unknown reason, was ridiculously pinched and reduced from the factory. Not the same problem on the 6.2na but nonetheless an increase in exhaust diam. should give you another x% reduction in engine temps. Also wrapping the headers and downpipes will dramatically reduce underhood temps.
Everything helps with a high compression diesel.
Eric, you're 100% correct regarding the poor air flow that you and Lt were/are having. Even with the larger airflow at the nose of my '96 Tahoe, it's still barely adequate for the 6.5 when it comes to the long steep grades. Having the radiator, A/C condenser and oil coolers stacked 3 deep doesn't help either So keep that critical air flow factor in mind when it comes to winch, bumpers, auxilliary lights, etc.
BTW: Use AC Delco thermostats ONLY! I have read/heard countless reports of improper functioning of most other brands when used in a GM 6.x diesel. Some have claimed success with the Robert Shaw brand, but I went with AC Delco with zero problems.
One more tip: 130gph high output water pumps are available for these engines (I think stock is 80gph). You can identify the high output by the size of the impellar; it's 4-1/8" diam. as opposed to the 3-3/4" stock pump and the vanes are 1/16" deeper. Some pumps have "H.O." stamped on the casting, however, I'm told that this is the initials of the foundry and does NOT mean "High Output". You just have to measure the impellar to be sure.
Love the builds! For anyone planning the conversion, I hope you can use some of this info. Based on my experience with the 6.5, I agree 100% with Eric's reasoning behind his choice. IMO, the 6.2 is the IDEAL Rover diesel conversion. The old Detroit Diesel is super simple to work on, basic DIY tools are all that's required. The motor and replacement parts are so affordable and easily sourced. AFAIK, It's the only diesel conversion that makes economic sense. It's 300LBS lighter than a 6bt Cummins or a Powerstroke, which would be waaay too much power for an old Rover anyway. The 6.2 is much more quiet and refined feeling than the small 4bt cummins, which would shake your fillings loose with the vibes! I don't mean to crap on the 4bt, it's a great engine for a dedicated rock crawler or the bread truck from whence it came, but I don't think it's the best choice for a long haul Overlander. The GM diesel is an absolute dream in 4lo, like Eric said "it pulls like a tractor", and can cruise effortlessly down the freeway at 80mph (with the 4L80e anyway, I can't speak for the ZF22). Passing is also effortless. I keep using that word "effortless", because that's the 6.2/6.5 in a nutshell; EFFORTLESS! For anyone thinking about a diesel conversion, I think you'll be very pleased with the performance and economy of a GM 6.2.
What size exhaust systems are you both running? I ask because increasing the diameter of the exhaust system from the downpipe back will also help in keeping your engine temps down as well as increased power (not that you guys want/need more power, but it's there if you care to use it). I'm a 6.5 guy and one of the first and most common upgrades that 6.5 enthusiasts do is a 3" downpipe to a 4" exhaust.
However, this does result in a more aggressive exhaust tone. The younger guys love the sound, I hate it myself, so I'm going to step up to just a 3" or possibly 3.5" system with the most quiet free flowing muffler I can find.
My main motivation for a larger freer flowing exhaust is to help keep the engine temps down on the long uphill grades. With the 6.5TD the main restriction is the narrow downpipe from the turbo, which for some unknown reason, was ridiculously pinched and reduced from the factory. Not the same problem on the 6.2na but nonetheless an increase in exhaust diam. should give you another x% reduction in engine temps. Also wrapping the headers and downpipes will dramatically reduce underhood temps.
Everything helps with a high compression diesel.
Eric, you're 100% correct regarding the poor air flow that you and Lt were/are having. Even with the larger airflow at the nose of my '96 Tahoe, it's still barely adequate for the 6.5 when it comes to the long steep grades. Having the radiator, A/C condenser and oil coolers stacked 3 deep doesn't help either
So keep that critical air flow factor in mind when it comes to winch, bumpers, auxilliary lights, etc.BTW: Use AC Delco thermostats ONLY! I have read/heard countless reports of improper functioning of most other brands when used in a GM 6.x diesel. Some have claimed success with the Robert Shaw brand, but I went with AC Delco with zero problems.
One more tip: 130gph high output water pumps are available for these engines (I think stock is 80gph). You can identify the high output by the size of the impellar; it's 4-1/8" diam. as opposed to the 3-3/4" stock pump and the vanes are 1/16" deeper. Some pumps have "H.O." stamped on the casting, however, I'm told that this is the initials of the foundry and does NOT mean "High Output". You just have to measure the impellar to be sure.
Love the builds! For anyone planning the conversion, I hope you can use some of this info. Based on my experience with the 6.5, I agree 100% with Eric's reasoning behind his choice. IMO, the 6.2 is the IDEAL Rover diesel conversion. The old Detroit Diesel is super simple to work on, basic DIY tools are all that's required. The motor and replacement parts are so affordable and easily sourced. AFAIK, It's the only diesel conversion that makes economic sense. It's 300LBS lighter than a 6bt Cummins or a Powerstroke, which would be waaay too much power for an old Rover anyway. The 6.2 is much more quiet and refined feeling than the small 4bt cummins, which would shake your fillings loose with the vibes! I don't mean to crap on the 4bt, it's a great engine for a dedicated rock crawler or the bread truck from whence it came, but I don't think it's the best choice for a long haul Overlander. The GM diesel is an absolute dream in 4lo, like Eric said "it pulls like a tractor", and can cruise effortlessly down the freeway at 80mph (with the 4L80e anyway, I can't speak for the ZF22). Passing is also effortless. I keep using that word "effortless", because that's the 6.2/6.5 in a nutshell; EFFORTLESS! For anyone thinking about a diesel conversion, I think you'll be very pleased with the performance and economy of a GM 6.2.
Last edited:
LtFuzz
Explorer
Eric and LtFuzz,
What size exhaust systems are you both running? I ask because increasing the diameter of the exhaust system from the downpipe back will also help in keeping your engine temps down as well as increased power (not that you guys want/need more power, but it's there if you care to use it). I'm a 6.5 guy and one of the first and most common upgrades that 6.5 enthusiasts do is a 3" downpipe to a 4" exhaust.
However, this does result in a more aggressive exhaust tone. The younger guys love the sound, I hate it myself, so I'm going to step up to just a 3" or possibly 3.5" system with the most quiet free flowing muffler I can find.
My main motivation for a larger freer flowing exhaust is to help keep the engine temps down on the long uphill grades. With the 6.5TD the main restriction is the narrow downpipe from the turbo, which for some unknown reason, was ridiculously pinched and reduced from the factory. Not the same problem on the 6.2na but nonetheless an increase in exhaust diam. should give you another x% reduction in engine temps. Also wrapping the headers and downpipes will dramatically reduce underhood temps.
Everything helps with a high compression diesel.
Eric, you're 100% correct regarding the poor air flow that you and Lt were/are having. Even with the larger airflow at the nose of my '96 Tahoe, it's still barely adequate for the 6.5 when it comes to the long steep grades. Having the radiator, A/C condenser and oil coolers stacked 3 deep doesn't help either
BTW: Use AC Delco thermostats ONLY! I have read/heard countless reports of improper functioning of most other brands when used in a GM 6.x diesel. Some have claimed success with the Robert Shaw brand, but I went with AC Delco with zero problems.
One more tip: 130gph high output water pumps are available for these engines (I think stock is 80gph). You can identify the high output by the size of the impellar; it's 4-1/8" diam. as opposed to the 3-3/4" stock pump and the vanes are 1/16" deeper. Some pumps have "H.O." stamped on the casting, however, I'm told that this is the initials of the foundry and does NOT mean "High Output". You just have to measure the impellar to be sure.
Love the builds! For anyone planning the conversion, I hope you can use some of this info. Based on my experience with the 6.5, I agree 100% with Eric's reasoning behind his choice. IMO, the 6.2 is the IDEAL Rover diesel conversion. The old Detroit Diesel is super simple to work on, basic DIY tools are all that's required. The motor and replacement parts are so affordable and easily sourced. AFAIK, It's the only diesel conversion that makes economic sense. It's 300LBS lighter than a 6bt Cummins or a Powerstroke, which would be waaay too much power for an old Rover anyway. The 6.2 is much more quiet and refined feeling than the small 4bt cummins, which would shake your fillings loose with the vibes! I don't mean to crap on the 4bt, it's a great engine for a dedicated rock crawler or the bread truck from whence it came, but I don't think it's the best choice for a long haul Overlander. The GM diesel is an absolute dream in 4lo, like Eric said "it pulls like a tractor", and can cruise effortlessly down the freeway at 80mph (with the 4L80e anyway, I can't speak for the ZF22). Passing is also effortless. I keep using that word "effortless", because that's the 6.2/6.5 in a nutshell; EFFORTLESS! For anyone thinking about a diesel conversion, I think you'll be very pleased with the performance and economy of a GM 6.2.
Thanks for the post. If I ever picked up an old Defender project, no doubt the 6.2 would go into it as well.
I'm running stock headers to a 3" pipe. It's pretty loud, in a good way.