R2.8 to Ashcroft HD R380 stumpy Conversions

Uncle Douglas

Well-known member
re-drilled flywheel
Clutch fitted
Drivetrain assembled

We have been playing with different tcase/trans mounts as they move the engine back and forth in the engine bay.
The lt77 mounts had the engine too close for comfort to the footwells on either side. Using r380 mounts move it forward appx 2 inches. This position has it so close that I'm working on a block side mount to match up on the 4 cyl frame mounts so that a diy install will not require any welding.
Moving it forward necessitated the use of r380 floors and tunnel, and our adapter as the transfercase linkage fouls on the seatbox, but still utilizes OEM components and allows the use of commercially available carpets and mats. I think utilizing the Exmoor/Wright sound matting is prudent behind a Cummins.

This engine position has the integral oil cooler well behind the steering box on a lhd truck. Currently working with a lhd 90.

Very happy with the modifications we made to the radiators and intercoolers. In order to maximize surface/core area, our design requires removal of the pre td5 mounts on the front crossmember of the frame and drilling the frame for the mounting grommet as was done on the td5 and tdci trucks. Once the mounts are removed and crossmember drilled the original radiator mount grommets are used in the chassis to mount the radiator. The radiator and intercooler bolt together as an integrated unit as was done on the td5's.
This enabled us to use stock td5 intercooler upper mounts that all the trucks are already set up to receive with no modification. Mounting is rock solid & is not reliant on the slam panel.

A/C will require the td5 style bump out grill surround to accomodate the condensor and fans.


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Well-known member
UD, will a full kit (mounts, cooling, gauge requirements/wiring) be available from you or Quickdraw, or only what we have seen so far from them? I wasn't sure if you were sorting out components and fabricating mounts for in house installs, or the community as well. Thanks

That install is fantastic, way more room in there than I had imagined, but i guess the size is not much different than the 200/300.

Uncle Douglas

Well-known member
Truck is as quiet inside as our gems v8 90. No more vibration than the v8 , think the lack of vibration conveys in the video.

Unfortunately it does not appear so. We had originally had a Rover parts purveyor who was going to take the bits Chad developed and the stuff we developed here and was going to offer it as a packaged kit with instructions and even a help line. He has apparently decided not to tie up the capital necessary to stock the kit, which is understandable as it would be quite a bit of money.

We aren't in the parts business and seemingly there aren't enough hours in a Virginia day for us as is so not going to be able to sell the parts we make or have made for the conversion.

Chad has around 60 of the bell housings cast and mills
The throw out levers when a kit is ordered. Chad is the go to on the basics. The wiring harness is self contained and provided by Cummins, the only gauge
Is the canbus Murphy gauge and I simply replace the original temp gauge in the binnacle with the Murphy. Total sleeper setup, looks factory installed but out performs all factory built trucks.
Customer drove her truck back to Seattle
cruising 80mph with throttle rolls up to 90 when road conditions allowed ( she's a licensed drag racer and has a need for speed). Just going to keep our heads down and do conversions for folks

Running I70 through Kansas and Eastern Colorado the Cummins 90 used 1/4 tank to ea each full 12.7 tank Trey used in the gems truck. Gems truck is on 35s and Cummins on 33s so not a apples to apples but economy spread was huge.
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Well-known member
make sense. just something to consider for the driveway installer. im sure more will come out as other "weekend mechanics" do some of the installs. Anyone jumping in to this motor is likely open for some custom stuff regardless if they are doing or someone else. thanks for all the info and sharing the projects thus far.

Uncle Douglas

Well-known member
So Chad Mckinney, the fellow I worked with to come up with the bell housings has signed up for a booth @ Expo East.

He asked if we could have a Cummins powered Defender there for him to display. Problem was when we finish them they leave. So.....

We had a brand new chassis ordered from Land Rover UK with our vehicles VIN stamped on by the factory. We had that sand blasted and galvanized. As of Sept 26th it was sitting outside on a pallet. We also had a 2000 model year lhd td5 5 door body that was imported for this build. So last week we frantically had new bushings pressed in & built a rolling chassis with 2000 model year axles and steering box. Last Friday we set the body onto the chassis and hooked up the brakes, pulled the wiring harness through, hooked up the steering and put all the body mount bolts in. While Trey was bolting it all down I built out the lump, Cummins R2.8, New Ashcroft 1.2 transfer case, Ashcroft HD long bellhousing R380, and Chad's new long bellhousing adapter.
Lowered it into the truck last night. Used Lt77 mounts for the trans/transfercase which mount the engine a couple inches further back than the mounts we used with the stumpy. Clears steering box, and allows use of stock lt77 length drive shafts.
We dont like the tube type front shafts so we used a solid rod type from a RRC.

Truck is assembled. We need to make and run power steering lines,remote oil filter lines, coolant and boost hoses, and run a clutch slave line. Wire up a relay for the fan, install the fuel lines, and Murphy gauge. Have an appt to have an exhaust made next Tuesday.

Y'all come by the Quickdraw Brand booth @ Expo East and check it out next weekend.
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Well-known member
I needed to stop halfway through that and get a beer. Best of luck getting it done in time. Excited to see the results.

Brit Custom

New member
Doug, thank you so much for sharing your work so far. I was hoping to make it to Expo East but circumstances dictated otherwise. From your experience with both would you recommend the long bellhousing or stumpy R380 for this repower? For your most recent build did you stay with the stock TD5 radiator and intercooler setup? We are planning a 110 conversion starting with a standard 200TDi station wagon. The customer has requested that we start with a new galvanized chassis for the build and I am wondering whether to stay with the 200TDi chassis or if the 300TDi frame would provide any benefits in terms of engine mounts?