RANGE ROVER => Small Block Chevy Conversion
...by no means does the picture of the Camel Trophy Rover
indicate it has a chevy engine!
I need your help for this page to grow
IF YOU HAVE LINKS, INFO, or PICTURES OF A ROVER => CHEVY CONVERSION...
PLEASE SEND SO WE CAN SHARE AND LEARN, THANKS.
(add the @ sign.... damn email spam search engines...
don't git me)
Francois' Defender90 Corvette V8 Conversion
Volvo V70 V8 Conversion Page
Another chev LR convert
A magazine article on a Corvette engine fitted to a RR Classic:
FourWheeler Magazine Article August 1994
Two Australian => Holden Converts...
Cooper's '89 350 TPI 700R4
Rangemobile-Holden 5.0L RR
Some comparison info on replacing a 3.9L in the USA
ECR Rover V8
- ECR3.9, New block, reman heads
- ECR4.6, New block, reman heads
- ECR4.6 Pursuit, 275HP/300 ft-lbs,EFI chip
Here's a commercially built 350 engine
built Ram-Jet 350, 350HP/400ft-lbs,
includes MEFI EFI system, New Vortec heads, Chev built crate engine
(this engine probably has too high a torque curve for RR
but gives an idea of off-the-shelf pre-built engines with EFI )
I'd go to a recycler and look for a low mileage unit
complete with EFI
Chevrolet Engine Conversion Info-
- Must obtain 153 tooth flywheel (not flexplate) and correct starter
(hi-torque recommended to increase driveshaft clearance and minimize
Engine Adapters and Motor Mounts
EFI or Induction
- Aftermarket carburetor and aluminum intake for non-ECU conversion. Marine
carb may allow better off-road off-camber vehicle operation.
- Obtain ECU with complete engine purchase from wreckers Mount ECU in
passenger compartment IF wiring harness is long enough, may need to extend
factory harness. Or, mount in engine compartment as in factory GM
- Local shop can connect Rover Y-pipe to exhaust manifolds.
- Header Fitment is unknown at this time. Might have luck with custom hot
rod block hugger headers used in 'rods (check the above projects for block
- Possible to use GM OEM manifolds
- Unknown if you'll have to upgrade radiator.
- In the magazine article at the top of the page, it
sounds like they used the factory RR radiator with only a plumbing change.
- You can upgrade your radiator when it blows
in advance of a GM swap.
This way you aren't spending twice, and if you never do a swap, you still
have an upgraded cooling system.
- Possibly can use braided steel lines custom cut.
- Or, if radiator is custom made, place inlets/outlets in similar position
for a known vehicle and use hoses from that. The engine's water inlet/outlet
are well known, the variables are radiator inlet/outlet and distance between
engine and radiator.
- Upgraded front springs and shocks are needed. Many sources for these
- Coolant sensors- tap into existing water jackets, there are plenty on a
- Oil pressure- tap in at oil filter boss
- Tachometer- see Delco alternator conversion info
- Possible solution is to use GM pump and reduce pressure if needed using
conventional hydraulic pressure reduction tactics. Variable restriction
valves are commercially available. Need to find specs on the GM
steering pumps to compare with Rover pump output.
- Rover PS pump pressure specifications are (from 1990-1994 LR Workshop
GM PS pump pressure specifications are (from ???):
- Idle- 100psi max,
- Full lock/Idle- 400psi max,
- Full lock/1000rpm- 1100psi max.
- Idle- ? psi max,
- Full lock/Idle- ? psi max,
- Full lock/1000rpm- ? psi max.
- Possible option: Saginaw or AGR box. More Info anyone?
Transmission Shifting Issues
- HEI distributor cap may be too big, cowl cutting might
be necessary, see links to previous swaps
- If possible, stay with non-HEI smaller distributor cap
- Does ECU control cruise, or is it a separate control
box? If separate, we can likely make it work with new system.
- Verify Chevy Oil Filter clearance. Will oil filter
interfere with anything?
Potential Sources- Commercial Links for Conversion Info-
Marks Adapters- Only
source found so far. Sell adapters and motor mounts.
torque gear reduction starters for small block, allows easier fitment to rover
Rover Owners who have upgraded and/or modified
engines, rover and chevrolet...
Overfinch- Will NOT
sell components individually, they will only install them at their own shop.
Samurai Eng, UK, Phone # 01297552234 - ? web address
From Bill Jansz... (...who IS Bill Jansz?)
From: BILL JANSZ <email@example.com>
To: john purnell <firstname.lastname@example.org>
Subject: Re: Chevy RR swap
Date: Tue, 9 Mar 2004 03:05:43 -0800 (PST)
If your really like your Rover and plan to keep it for a long time,
a conversion like this would pay for itself in a couple of years,
all the while enjoying the benefits and pleasures of the Chevy. If
your looking for and need extra Horsepower & Torque, reliability,
longevity, low repair cost, replacement parts available at your
local parts store today(not special order, next week). General
Motors (Chevrolet) has spent hundreds of millions of dollars over
the years developing a variety of parts for their cars that were
both tremendously reliable and manufactured at a reasonable cost,
why not take advantage of that??
True enough, a performance built 4.6 motor is a great way to go for
some extra horsepower. A very well built 4.6 'Stage 3' motor with a
good camshaft, head porting/polishing, increased compression,
performance chip and anything else you might want to do to it, still
may only produce 275hp and 300ftlb torque(ie:RPI Stage 3, 4.6lt
motor). Where as a warmed up Chevrolet 350 motor, can easily
reach(without trying) 350hp/350ftlb torque, without spending alot of
money on exotic modifications. With the Chevy motor, you can keep
the compression ratio down at 9:1 and still ran regular unleaded
gas, saving you alot of $$$ in the long run. Also the fact of
reliablity, low maintenance, readily available parts are a built in
PLUS for this conversion.
I have nothing against the Rover powerplant, but as a Rover
mechanic, I sure replace alot of Rover engines each year. Don't take
it the wrong way, I think Rover has an excellent vehicle. You
couldn't have a better box frame, front & rear differentials or
transfer case, but as far as the aluminum Buick V-8(era
1961-1968)motor, it's a little out-dated. A rule of thumb," MORE
POWER=MORE CUBIC INCHES", no other way around this. Why not have the
best that both worlds can offer, Englands' Land Rover and Americas'
Chevrolet. Considering Rover already uses a Buick V-8, it really
wouldn't be to far out of the norm to utilize a Chevrolet V-8
I've been a mechanic for 25 + years, working on British/Europeon
cars, and can see there is room for improvements with some of there
powerplant/drivetrain systems. Why not opt for a tried-and-true
system, like a GM(Chevy) drivetrain, since they have worked out all
the bugs and have limitless combinations of readily available parts
at such reasonable prices. It seems that over the years I've heard
the frustration expressed by so many Land Rover/Range Rover owners
that their 3.5, 3.9, 4.0. 4.2, 4.6 (Buick GM) engine just doesn't
have the power and torque that they'd like or need. All kinds of
attempted solutions have been tried, and many times the fix has
ended up causing more problems and expense that anyone bargained
The EFI system could either be a GM factory computer which is
programmable with some aftermarket programmers, or you could opt for
a Accel EFI system with Laptop programming. The later system is
infinitely adjustable for any engine combination, and is the most
user friendly system available. All newer EFI systems incorporate
Knock sensors to control the ignition timing, this is to prevent
serious detonation and pinging problems, whereas 1995 and earlier
Rovers have no Knock sensors(no timing control). When using a GM EFI
system, you can have the vehicle serviced at almost any repair shop
across the country, very convenient.
This 350/700R4/LT230 is a real cool combo, it is a total turn-key
package by itself. The Chevy motor / transmission conversion
incorporates an adapter plate, that mates up to the LT230 T-case.
With all these conversion options available, horsepower and torque
ratings, I like to approach and adhere to a "driveline protection"
philosophy. This of course, would be to minimize the possibility of
breaking parts in the balance of the running gear (axles,
differentials, u-joints and etc.) setup. An upgrading of these parts
may also be addressed, if desired.
Due to the fact that most conversions require a lengthy explanation,
e-mail is not always the most thorough and expedient method of
communication. You can reach me at 405-790-0167, for a one on one
look at your conversion needs, just ask for Bill Jansz. It all has
to do with CHOICES, and thank goodness for these different options.
I'm trying to give Rover owners a broader platform to choice
something that will fit their personal needs, that's all. This Chevy
conversion is not for everyone, it's for those who want an
Thanks again for your inquiry, Bill Jansz.
john purnell <email@example.com> wrote:
Bill, what info did you have regarding your post on the clrc site?