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#Post#: 78728--------------------------------------------------
Re: K-series in a series???
DIR By: Landyphil
Date: November 2, 2013, 2:22 am
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^ I've wondered about this. Ford have as far as I'm aware for
all their mainstream engine's used the same bellhousing pattern
since the 1950's especially as the Zetec has roots within the
BDA? Which has it's routes in the Kent, and so on.
The V6 boat anchors use a different spigot arrangement I think
but non the less I've always wondered how much a Steve Parker
Ford V6 conversion would need to run a Zetec.
#Post#: 78746--------------------------------------------------
Re: K-series in a series???
DIR By: Nono
Date: November 2, 2013, 11:40 am
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Did a couple of 100KM's in the 109 today and even got up to
105KM/H (no OD) >rock<
And I guess the key in comfort is indeed more insulation.
So I think a lot of that an LPG installation and rebuilding and
uprating a head are the most sensible things to do.
Anyone got a late 8:1 head spare and a way to get it to Holland?
Then I'll get out the grinder to do some head work
:executioner:
#Post#: 78748--------------------------------------------------
Re: K-series in a series???
DIR By: Matthew
Date: November 2, 2013, 12:25 pm
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I'd echo Phil's idea of looking down the KV6 route if you want
to go for a modern motor. otherwise, I'd perhaps think of the
tried and tested route of a V8 on gas?
Having been leafers with bare-metal interiors and contrasted the
noise to my fully-insulated station wagon, the key to noise is
definitely a good layer of soundproofing on the bulkhead, the
floor and around the trans tunnel inside the cab. Paddocks and
exmoor trim do a one-piece moulded acoustic foam cab
floor/tunnel liner but it is quite expensive. A cheaper
alternative is individual soundproof floor mats, available IIRC
from Craddocks, which I have in mine. Team them with an
individual soundproof loadbed liner from the same product line,
and cut that to size and shape to stick on the bulkhead
#Post#: 78756--------------------------------------------------
Re: K-series in a series???
DIR By: Doug_T
Date: November 2, 2013, 2:07 pm
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--- Quote from: Matthew link ---
>
> I'd echo Phil's idea of looking down the KV6 route if you want
to go for a modern motor.
>
--- End Quote ---
Yes, but that particular conversion in question is nowhere as
easy as Phil makes it sound. Getting it in there was the easy
bit; making it work took many long hours, and getting to the
rear cambelt is interesting to say the least.
In a 109 you might have enough length to be able to fit a BMW
2.5 6 cylinder mated to an R380 (as the factory did) then an
Ashcroft adapter to the series box.
#Post#: 78766--------------------------------------------------
Re: K-series in a series???
DIR By: estwdjhn
Date: November 2, 2013, 5:16 pm
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I *thought* that a K series (I think it was either that or the L
series) could potentially be fitted to a RWD series box using a
Prima conversion plate. I vaguely recall hearing of someone
doing said deed, but didn't take a great deal of notice as as
far as I'm concerned, diesel power is the future, and a tdi
therefore makes the most sense... (Although I quite fancy trying
a Pug XUD 1.9tdi + R380 with a LDV bellhousing to power one of
the ligher series models - something like an 86" series 1).
#Post#: 78773--------------------------------------------------
Re: K-series in a series???
DIR By: guest13
Date: November 2, 2013, 7:00 pm
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The K definitely not, completely different back end.
The L series may go that way, has I believe both have roots I'm
the O Series engine
#Post#: 78852--------------------------------------------------
Re: K-series in a series???
DIR By: rangerovering
Date: November 4, 2013, 4:36 am
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The T series is a great engine, designed for a car and thats
where it belongs. Not its fault that LR put it in the discgay
and it wasnt suitable. Have one in a borrowed Rover 400 at the
moment and it is a rocket ship, good for over 130mph and is
completely standard.
Wouldn't touch a KV6 with a bargepole, they are not reliable
enough to make it worthwhile IMO (wont be any more efficient
than an RV8 or even a 2.25 in the real world) and the parts
prices are astronomical when bits break.
Got to think in terms of what the application is if the vehicle
is going to drive nicely. As an example ford put the pinto in a
transit which ok probably wont set the world alight but, it is a
solid old lump and has a big heavy flywheel on the back. Very
easily tweaked to get some more power, my mates capri has 140hp
from a 2L which has a lumpy cam, megayjolt and honda fireblade
carburettors. Now, not ideal for a series necessarily but if
gives an idea of what can be gained.
#Post#: 83042--------------------------------------------------
Re: K-series in a series???
DIR By: Erikisbananaman
Date: December 29, 2013, 11:02 am
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What about a32valve 2.9cosworth v6 from the Scorpio, a bit more
modern with lots of standard power and the possibility of a
gearbox converter from Steve Parkers to fit it?
Not very Rover but an interesting swap!
#Post#: 83046--------------------------------------------------
Re: K-series in a series???
DIR By: Arjan
Date: December 29, 2013, 1:26 pm
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Hmm. Either rebuild the 2.25 petrol - and that means not just
the head - and LPG it. 80 ltr. tank tis nice behind the rear
bulkhead and filler can be an old pertrol housing. However, one
step better would be the 2.5 ltr. petrol - they are very nice.
Please observe the Dutch tax laws - 40 yrs on LPG for exempt -
and keep the systems as simple as possible. I had a 88" Series
III PU with IW canopy back when we lived in Holland and that was
one lovely vehicle to drive.
Geniet Ze !
#Post#: 83054--------------------------------------------------
Re: K-series in a series???
DIR By: Albert Ross
Date: December 29, 2013, 5:17 pm
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--- Quote from: Erikisbananaman link ---
>
> What about a32valve 2.9cosworth v6 from the Scorpio, a bit
more modern with lots of standard power and the possibility of a
gearbox converter from Steve Parkers to fit it?
> Not very Rover but an interesting swap!
>
--- End Quote ---
They're a 24V...... :rolleye0012:
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