Chevy 250 in a RHD Tithonus 110
- Thread starter RDavisinVA
- Start date
amschnellsten
New member
It is relative. There are a couple things in the video that you might be missing.
1.Less than 1/4 throttle is used in the video and never revs over 3k rpm with roughly a 6k redline
2. It's passing vehicles on the highway up hill in 5th gear accelerating.
3. the window is open and is fairly quiet
4. and is running a 1.4 transfer case so limited at the moment
5. doing this on 34" tires
with quite a bit more hp than a 4.6 Range Rover and with torque to pull a modded 300tdi before it even spools up the Inline 6 can be a very overlooked engine. Definitely capable of reaching triple digit speeds that a defender shouldn't.
Robert
Well-known member
a 250 has a lot less torque and horsepower than a 4.6, and thats likely 70s gross specs too.
RDavisinVA
Technical Excellence Contributor
I'll bet you were good at Etch a Sketch.
The thing your graph doesn't show is time.
The amount of time the driver has to wait to reach those power levels to gain the RPM shown on the graph while they wait for the diesel turbo to spool up.
The other thing is the TDI loss of RPM on upgrades means it consistently looses power because it struggles to maintain RPM.
It would be interesting to add a time lapse with throttle position and then you could see the large gap between the performance of the 2 very different engines.
I drove TDI powered 110s for over 25 years and they are slow.
This makes the 300TDI unsuited for modern highway traveling with all the crazy drivers zipping in and out of traffic.
Add the difference in reliability and maintenance and the TDI looses again.
Pile on the domestic parts support over the counter for an easy bolt in domestic engine conversion and the TDI looses yet again.
The thing your graph doesn't show is time.
The amount of time the driver has to wait to reach those power levels to gain the RPM shown on the graph while they wait for the diesel turbo to spool up.
The other thing is the TDI loss of RPM on upgrades means it consistently looses power because it struggles to maintain RPM.
It would be interesting to add a time lapse with throttle position and then you could see the large gap between the performance of the 2 very different engines.
I drove TDI powered 110s for over 25 years and they are slow.
This makes the 300TDI unsuited for modern highway traveling with all the crazy drivers zipping in and out of traffic.
Add the difference in reliability and maintenance and the TDI looses again.
Pile on the domestic parts support over the counter for an easy bolt in domestic engine conversion and the TDI looses yet again.
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Robert
Well-known member
It does. You just need to be familiar with units of power. Many load cell dynamometers actually measure the acceleration to arrive at the power value
RDavisinVA
Technical Excellence Contributor
Am only going to say that the TDI vs Chevy 6 was a private fun debate that took place between Zach and I that he chose to poke fun at publically.
Zach and I are good friends with friendly banter.
I just completed a 14 step conversion that I was happy to post up because a lot of people are very interested in this via PMs and posts.
Lets just leave it at that please.
You don't need to build misleading graphs to send to others to post for you and then have the last word regarding performance and drivability of an engine conversion I spent a lot of hard work to complete, that you have not driven and don't care to understand.
Zach and I are good friends with friendly banter.
I just completed a 14 step conversion that I was happy to post up because a lot of people are very interested in this via PMs and posts.
Lets just leave it at that please.
You don't need to build misleading graphs to send to others to post for you and then have the last word regarding performance and drivability of an engine conversion I spent a lot of hard work to complete, that you have not driven and don't care to understand.
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Rwollschlager
Well-known member
Is there any reason at idle it sounds like maroon 5? It didn’t seem to be a problem on the highway, but it might be another selling point for Zack!
Any reports of someone putting this conversion into a series yet? I know it’s been done with scottys adaptors before and what not but I see zero incentive and reason to keeping the series trans with this power.
Any reports of someone putting this conversion into a series yet? I know it’s been done with scottys adaptors before and what not but I see zero incentive and reason to keeping the series trans with this power.
RDavisinVA
Technical Excellence Contributor
You can't really hear the engine idle with the hood shut.
If you are referring to post 12, think what you heard was a combination of the cooling fans and the crummy speaker on my cell.
It is quiet enough that when I first started driving mine after the louder diesel, I turned the key to start it when it was already running and that made some noise.
The kits I offer have all the bolt in components and have a guide to explain what else you need to buy and how a DIY owner can complete an install in a Defender over a weekend or 2.
The Chevy inline 6 is not a bolt in conversion in a series like it is in the Defender.
An inline 6 conversion has been done by others in a series..
Unlike other conversions, I don't do anything that doesn't bolt in because it makes too many changes to the host platform and cannot really be covered in kit form so can't speak to putting the inline 6 engine in a series except to say a guy named Neil bout some of the Defender conversion kit components and put a 292 in a series, but don't have any record of what transmission he used or all the modifications required that made it work.
Hope this adequately answers your questions.
If you are referring to post 12, think what you heard was a combination of the cooling fans and the crummy speaker on my cell.
It is quiet enough that when I first started driving mine after the louder diesel, I turned the key to start it when it was already running and that made some noise.
The kits I offer have all the bolt in components and have a guide to explain what else you need to buy and how a DIY owner can complete an install in a Defender over a weekend or 2.
The Chevy inline 6 is not a bolt in conversion in a series like it is in the Defender.
An inline 6 conversion has been done by others in a series..
Unlike other conversions, I don't do anything that doesn't bolt in because it makes too many changes to the host platform and cannot really be covered in kit form so can't speak to putting the inline 6 engine in a series except to say a guy named Neil bout some of the Defender conversion kit components and put a 292 in a series, but don't have any record of what transmission he used or all the modifications required that made it work.
Hope this adequately answers your questions.
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amschnellsten
New member
Relative......The dyno comparisons are not relative of the conversion in the video. You are comparing a stock chevy 250 with a single barrel carb and only proving the point that the inline is a wonderful alternative to the costly Rover options and easily modified well beyond the 4.6. The 250 in the video without giving away too many secrets has flat tops, rods, intake, lump ports, cam, roller rockers, headers, holley fuel injection controlling MSD digital ignition, 2.5" stainless exhaust. The conversion was done for long term reliability, cost and not speed. While almost 3x the HP of a stock TDI, this motor was built for less than a 4.6 Rover long block.
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Robert
Well-known member
Did you actually measure this on a dynamometer, or are you just speculating?
I just watched the videos and the acceleration rate looks to be much faster than a 300Tdi.
Nice work Doc! I can't wait till you fit a Defender with a flux capacitor and a Mr Fusion.
Nice work Doc! I can't wait till you fit a Defender with a flux capacitor and a Mr Fusion.
amschnellsten
New member
yes
amschnellsten
New member
No, as I stated before I do not want to get into specifics of my engine build or a numbers battle with someone and their Gods. The inline 6 has been used in generators, 1,000+hp drag cars, trucks, and vehicles across the Globe. Pick or build the inline that fits your needs.
The topic is the conversion that Robert has put a lot of work and effort into designing, creating, and optimizing as a kit. It's an economical, powerful, clean, simple swap that someone with some mechanical skills can complete.
RDavisinVA
Technical Excellence Contributor
Thanks for not further engaging a keyboard warrior, Shannon.
If anyone has any specific installation questions regarding the real subject of this thread, a Chevy 250 conversion in a RHD Tithonus 110, I'll be happy to answer them.
If anyone has any specific installation questions regarding the real subject of this thread, a Chevy 250 conversion in a RHD Tithonus 110, I'll be happy to answer them.
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RDavisinVA
Technical Excellence Contributor
RDavisinVA
Technical Excellence Contributor
Here is a passage from the following URL: The 250 version produced 155 hp (116 kW) for Chevrolet and GMC, with a bore and stroke of 3.875 in × 3.53 in (98.4 mm × 89.7 mm).
In Brazil, the 250-S has 171 hp (128 kW) and 229.7 lb⋅ft (311 N⋅m) at 2,400 rpm.
https://en.wikipedia.org/wiki/Chevrolet_straight-6_engine#Third_generation:_1962-1988
Below is a 15 second video of our Chevy 250 powered 110 without any performance mods with a Holley Sniper 2GC small bore at 75 MPH, using about 20% of the petal in 5th gear with a 1.2 transfer case.
The Sniper handheld gives you petal position in percentage along with temp, voltage, RPM, AFR, timing advance, and a dozen or so other readings.
Recently purchased an electronic HEI distributor that the Sniper will control, but haven't installed it yet.
In Brazil, the 250-S has 171 hp (128 kW) and 229.7 lb⋅ft (311 N⋅m) at 2,400 rpm.
https://en.wikipedia.org/wiki/Chevrolet_straight-6_engine#Third_generation:_1962-1988
Below is a 15 second video of our Chevy 250 powered 110 without any performance mods with a Holley Sniper 2GC small bore at 75 MPH, using about 20% of the petal in 5th gear with a 1.2 transfer case.
The Sniper handheld gives you petal position in percentage along with temp, voltage, RPM, AFR, timing advance, and a dozen or so other readings.
Recently purchased an electronic HEI distributor that the Sniper will control, but haven't installed it yet.
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