Chevy 250 in a RHD Tithonus 110

[RDavisinVA]

Since we produce the only engine conversion kits that don't make any changes to the vehicle, owners that want to keep their vehicle in tact (without any modifications) and or want a simple DIY conversion, find our conversion attractive.
These conversions are easily installed because they bolt-in and bolt-out.

The first step was to remove the 12J 2.5 N/A Diesel, the LT77, and the 1.66 LT230.
.
.

 

[RDavisinVA]

The second step was to un-crate the R380 Stumpy and LT230 the owner had shipped to us from Ashcroft.
The stumpy has the heavy duty bearing modification, but does not have the higher 5th gear.

The third step was to make an assessment of the engine and note the ancillary parts.
The owner also supplied a new Delco 10Si alternator, and a new gear reduction starter.
The vehicle is being converted to power steering.
We noted 4 of the 5 factory power steering brackets were missing, but located some extra brackets on-line.

The 4th step was to install the flywheel, engine to transmission adapter, dust shield, and starter (which helps locate the dust-shield).
The GM flywheel was surfaced to the correct height and drilled for the Land Rover clutch, so it bolted right on.
The conversion kit does not come with a flywheel.
We can supply a flywheel ready to bolt on for owners that don't want to have their flywheel machined or are missing the flywheel.

The fifth step was to install the pilot bushing that comes with the kit, the 130 TDI clutch, and assemble the clutch release mechanism for the R380 stumpy.
The custom pilot bushing housing uses the factory Land Rover pilot bushing.
The stumpy has a unique clutch release bearing. The 300TDI release bearing that came with the heavy duty 130 clutch kit cannot be used.
.
.

 

[RDavisinVA]

The sixth step was to install the power steering box.

The seventh step was to install the engine and transmission.
The stock V8 rubber mounts are used with the custom mounts we supply that go between the Chevy 250 and the factory 4 cylinder frame mounts.
This makes for an easy install.
As mentioned earlier, it bolts right in.

 

[RDavisinVA]

The eighth step was to install the transfer case, breathers, and handbrake assembly.

 

[RDavisinVA]

The ninth step was to clean up, paint the mounting brackets, and install the power steering pump and alternator.
This step was simple and easy because all the factory mounts and fan belts are used.
We purchased a new power steering pump from Borgeson part number 800329.
The new pump has the correct pulley and is ready to install.
Because the factory GM power steering pump operates at a higher pressure, the pressure reduction Borgeson part number 899001 kit was installed
It only took a few minutes and sets the pressure around 700 - 800 PSI.
.
.

 

[O2batsea]

And it'll run a hydraulic winch nicely

 

[RDavisinVA]

I have 2 or 3 of the Land Rover hydraulic winches up in the loft.
Want to run a Saignaw PS pump at the full 1,200 Lbs and then to a spliter junction that will send 850 PSI to the PS pump and 1,200 LBS of pressure to the winch controls and then back to the PS pump reservoir.
Will have to lay this out and test it to see if there is enough capacity.

A friend pulled a 292 out of an airport fueling truck that had a hydraulically operated fuel pump that ran off the PS pump.
He didn't tell me about the setup until after the owner scrapped the truck.
It would have been interesting to see the setup.

 

[RDavisinVA]

Step 10, new fuel tank.
Fuel pump and filters for the small bore 2GC Holley Sniper.
The Trans-Dapt 2025 Carburetor Adapter allows the EFI to bolt directly to the stock manifold making for a quick and easy install.
.

 

[RDavisinVA]

Step 11
Install the relay blocks for the electric cooling fans and the combined relay box for the ignition and the extra gauges.
Because the VDO Oil Pressure Gauge and the NOS Fuel Pressure Gauge require 12V current that is not shared by anything else, we are using a relay to switch 12V (+) directly to the gauges and another relay for ignition power to the coil and ECU.
.

 

[RDavisinVA]

Step 12 was to wire the Holley Sniper and install the fuel lines, fuel filter, and fuel pump.
Very easy with only 2 electrical connections for the sniper, 1 for the electric fan, 1 for the tach reading,
We installed a fuel pressure gauge and used the stock Rover accelerator cable that goes through a custom fabricated accelerator bracket.
The throttle cable bracket is something I am going to add to the Chevy 250 conversion kit.

 

[RDavisinVA]

Step 13 was to configure the Holley Sniper and get it running.
The stock air filter sits right on top of the Holley Sniper.
It originally had a 12J diesel so the stock exhaust was full of soot that blew out with about 10 minutes of running.
For those of you converting from a diesel, don't be alarmed when a lot of smoke initially comes out of the exhaust.
It's left over diesel soot and un-burnt fuel that will clear up pretty quickly.

 

[RDavisinVA]

In Step 14, we adjusted the new power steering box and took it out on the road for a test.
Very nice driver.
At 75 MPH we used 19% of the petal movement.
The Holley sniper was already starting to tune itself to match the fueling needs of the engine.
Here's a brief video.
.
.

 

[Z.G]

 

[RDavisinVA]

Not me being the loud mouth.
Others are there who have been successful with an easy bolt in conversion to a Chevy inline 6.
Check out cutting off the red car to the right on the ramp.
Your 300TDI can't do that, Richard.
The last part when the video ends as it is in the left lane and starting to pass everyone at speeds above 70 MPH.
This is NOT my video.
The kits are starting to get around and the conversions are becoming main stream for the DIY owners who do not want a high maintenance Rover engine or want to spend $20K+ or so on a conversion that requires drastic cutting and welding.
.
.

 

[Z.G]

lol, I just like poking fun Roberto. The video of slightly overtaking a Camry is pretty exhilarating though.

 

[RDavisinVA]

Slightly is not part of the scenario.
The red car was 2 or more car lengths ahead and it got passed when Defender's drivers foot went down.
The TDI can't enter this realm as it doesn't have the response to perform like the Chevy 250 inline 6..

 

[Z.G]

2 car lengths isn't really a factor when you're referring to a gummer driving their camry to church on sunday. But it is the little wins in life, isn't it

 

[RDavisinVA]

Nawh Richard, It was speeding up to cut the Defender off before he put the foot down.
Granny or not, your TDI couldn't accelerate fast enough to participate.
Get your 300TDI ready and I;ll pink slip you in the 1/4, 1/2, or 5 mile run.

 

[Z.G]

yes, the camry's neck snapping acceleration was a fine match. If I want to go fast, I'll drive the range rover. I dont think many people are expecting high performance out of a 30 year old garden shed. The 300 is plenty usable in normal traffic, plus it'll run on Paix Dieu, I'd like to see a 250 do that

 

[RDavisinVA]

If I want to go fast, I don't have to drive my sons Range Rover because I can drive our Defender 110 fast, the whole point of post 12 "Richard the high-jacker".