RDavisinVA
Technical Excellence Contributor
Starting a separate thread on the 230 & 250 inline 6 cylinder engine conversions.
This engine conversion will bolt in and out of a 90/119/130 without vehicle modifications, like the 292 making it an easy, inexpensive weekend conversion.
Since the 230 and 250 blocks are 2" shorter than the 292, and the ancillary mounts are different, this thread should eliminate any confusion with the 292.
Why convert?
The performance and ease of conversion is remarkable and well suited to a Defender style vehicle.
After driving small diesels for over 15 years and having to deal with the high maintenance and poor performance coupled with reliability issues it was time for something better.
We built conversions for the Diahatsu 2.8 TD, the Iveco 2.8 TDI, the Isuzu 2.8 and 3.1 TDI, the OM617, and drove Land Rovers with 200 and 300 TDI engines.
These mechanical diesels are generally loud and smoky while the GM inline 6 is smooth and so quiet, you often don't hear it idling or driving.
The Chevy 250 was used in cars, trucks, vans, and had many industrial uses being manufactured from 1962 to 1990.
A good used GM inline 6 cylinder engine typically sells for under $500 and is usually less than $250.
The cam is driven by metal timing gears eliminating the need to change a timing belt or timing chain.
The GM High Energy Ignition (HEI) systems are extremely reliable and were used on military vehicles with out issue when submerged.
Parts are inexpensive with over the counter support from any local parts store.
There were several different versions of the 250 engine with different cylinder heads.
Some of the heads had separate bolt on manifolds, while other versions had the inlet manifold integrated into the head casting.
Both versions will fit into a 90/110/130 using our conversion kit.
If you want Electronic Fuel Injection (EFI), the Holley Sniper is a good choice.
We have installed the BBD Sniper onto our prototype 250 (which we paid $125 for) with integrated head in our 110.
The other good news is that the stock Chevrolet air filter fits under the stock Land Rover hood when it's closed.
The other deciding factor was the accessibility to the engine and all the components.
Everything is within easy reach making for much shorter work intervals.
I timed changing a starter with hand tools that took 12 minutes.
With HEI and EFI, the only maintenance is changing the oil along with the rare wires, plugs, cap, rotor, and air filter renewals.
As of the date of this post, we RHD kits available if you have the factory power steering, alternator brackets.
We are waiting on the LHD brackets to be manufactured.
WILL BE UPDATING THIS THREAD AS THE OTHER COMPONENTS BECOME AVAILABLE.
For pricing, please send a PM or email.
All kits work in a Defender that left the factory with a 2.25, 2.5 Petrol or diesel engine, a 2.5 TD (19J), or a 200TDI.
The engine adapter will fit between the short belhousing LT77 or the R380 stumpy.
A 1.22 transfer case is recommended.
This engine conversion will bolt in and out of a 90/119/130 without vehicle modifications, like the 292 making it an easy, inexpensive weekend conversion.
Since the 230 and 250 blocks are 2" shorter than the 292, and the ancillary mounts are different, this thread should eliminate any confusion with the 292.
Why convert?
The performance and ease of conversion is remarkable and well suited to a Defender style vehicle.
After driving small diesels for over 15 years and having to deal with the high maintenance and poor performance coupled with reliability issues it was time for something better.
We built conversions for the Diahatsu 2.8 TD, the Iveco 2.8 TDI, the Isuzu 2.8 and 3.1 TDI, the OM617, and drove Land Rovers with 200 and 300 TDI engines.
These mechanical diesels are generally loud and smoky while the GM inline 6 is smooth and so quiet, you often don't hear it idling or driving.
The Chevy 250 was used in cars, trucks, vans, and had many industrial uses being manufactured from 1962 to 1990.
A good used GM inline 6 cylinder engine typically sells for under $500 and is usually less than $250.
The cam is driven by metal timing gears eliminating the need to change a timing belt or timing chain.
The GM High Energy Ignition (HEI) systems are extremely reliable and were used on military vehicles with out issue when submerged.
Parts are inexpensive with over the counter support from any local parts store.
There were several different versions of the 250 engine with different cylinder heads.
Some of the heads had separate bolt on manifolds, while other versions had the inlet manifold integrated into the head casting.
Both versions will fit into a 90/110/130 using our conversion kit.
If you want Electronic Fuel Injection (EFI), the Holley Sniper is a good choice.
We have installed the BBD Sniper onto our prototype 250 (which we paid $125 for) with integrated head in our 110.
The other good news is that the stock Chevrolet air filter fits under the stock Land Rover hood when it's closed.
The other deciding factor was the accessibility to the engine and all the components.
Everything is within easy reach making for much shorter work intervals.
I timed changing a starter with hand tools that took 12 minutes.
With HEI and EFI, the only maintenance is changing the oil along with the rare wires, plugs, cap, rotor, and air filter renewals.
As of the date of this post, we RHD kits available if you have the factory power steering, alternator brackets.
We are waiting on the LHD brackets to be manufactured.
WILL BE UPDATING THIS THREAD AS THE OTHER COMPONENTS BECOME AVAILABLE.
For pricing, please send a PM or email.
All kits work in a Defender that left the factory with a 2.25, 2.5 Petrol or diesel engine, a 2.5 TD (19J), or a 200TDI.
The engine adapter will fit between the short belhousing LT77 or the R380 stumpy.
A 1.22 transfer case is recommended.
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