Btw an alternative to the 6l90 that I am using is a 6l80 which is shorter and the one that a lot of folks are using for the ls swaps. Most commonly used for these swaps are the Chrysler/Mercedes 722.xxx transmission. No need to get an adapter for the engine to hook up to it but you still need one for the transfer case. The adapter for the 6l90 to the lt230 was sourced from nick at RW engineering (shout out here).
OM606 Revisited for Defender
- Thread starter NPT90
- Start date
Okay... so they had to make up new transfer case mounting brackets... they noticed that the frame was dented in the original mount location so they added gusseting for strength..
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The front drive shaft mount on the transfer case is pretty darn close to the transmission sump... still can be worked with but it’ll be tight... may have to go with a two piece front drive shaft to minimize any side to side movements of the driveshaft (and potentially rubbing against the transmission pan).
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That’s why the engine was so far forward
So the wiring has been taking some time... plus my three link was causing some trouble and I’m definitely wanting to keep it.....
this was the solution to moving the center link location... also gives me fulll underbelly shielding. Hard to gauge size but that’s 1/4”.
this was the solution to moving the center link location... also gives me fulll underbelly shielding. Hard to gauge size but that’s 1/4”.
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MountainD
Technical Excellence Contributor
I was looking at the OM engine but as mentioned CO wouldn't approve it without using the ECU and MB trans so I tossed it. But I went way down the rabbit hole and still belong to the various OM606 groups and a reoccurring theme is trouble keeping things cool. We also know the engine bay is very tight and getting the heat out is tricky as most with LS engines have found (totally doable, just tricky). That belly pan just makes me think that it may make that a even more tricky. Just something to consider--i see the various vent holes, but it is even tricky without the pan altogether. I am sure you have a plan for keeping it cool--just something I have observed from other's builds and comments. I really want to see this thing done!! I wouldn't worry too much about the drive shaft location (based on the photo) as there really isn't much side to side that ever happens unless your 3 link has some flex there. The LS conversion that I did is incredibly tight as well. If it fits on, it will most likely be alright. Obviously your view from underneath is better than mine from the picture.
Yah I know about the cooling issues.... the motor actually doesn’t take up too much of the engine bay... I also have the water pump mod installed... these are pics of my cooling unit... it has a rad, inter cooler, transmission cooler and engine oil cooler in one package.... made by k2 to drop in...
by the way, the pan doesn’t cover the engine bay but basically starts at where the tranny crossmember sits, since that wont fit with the new transmission... the pan itself becomes a structural element...
by the way, the pan doesn’t cover the engine bay but basically starts at where the tranny crossmember sits, since that wont fit with the new transmission... the pan itself becomes a structural element...
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MountainD
Technical Excellence Contributor
That K2 looks AWESOME!!
turbodizzle
Active member
Thats nice! How much money did that set you back?
The cooling unit?
turbodizzle
Active member
Yeah.
It was pricey... that and the Al reservoir tank were about £2200. But it saved a lot of screwing around and since I’m paying a shop, I figured I came out on top.
donb
Well-known member
Very nice! Back purged, V-bands and small and even HAZ - too nice for a Land Rover!