The LS Engine Swap Section

[pmatusov]

I'm conflicted; as a wanna-be Rover purist I am appalled.

Why, Stu?
Every manufacturer buys, borrows, and steals parts off other vehicles.
Land Rover didn't start in an empty place; they already used a Buick engine for a good part of 45 years. Half of mechanical hardware is built by ZF in Germany; Salisbury axles are practically Spicer. Exterior bits and pieces are from anything British Leyland had a hand in.

Just like Jeep stood for "Just everyone else's parts."

One has to witness this stuff once to be convinced. We had a club ride to San Bernardino Mountains, and were in a long, steep, windy climb on CA 18. An assortment of vehicles, from 3.9 in a D90 to 4.6 in a P38A. Second gear, 4k rpm, give or take. Nick flew by in his 90, towing a trailer, in 4th gear (it was his Gen III conversion, IIRC).

 

[4wdtravel]

Its not just the power/speed too - the whole thing is under so much less stress and much more pleasurable experience.

 

[AdamSanta85]

Its not just the power/speed too - the whole thing is under so much less stress and much more pleasurable experience.

It bothers me to have my foot 1/2-3/4 into the pedal just to keep up with traffic on the highway. (While still having people blow past me in the left lane)

If TDI Defenders were manufactured in USA today, they would rank #7 on the list of "Lowest horsepower vehicles sold in USA 2016". Behind a Nissan Versa, just edging out a Toyota Yaris. However the Yaris weighs 2350lbs to the D90's 3950.

 

[stu454]

Why, Stu?..

Appalled may not have been the best word.

If I had an ROW 90 or 110 with a 2.5, it would be hard for me to choose between the 300tdi and the LS.

Grabbing parts at NAPA would be nice. And I may not need to go there very often.

 

[jymmiejamz]

...put down the crack pipe.... you're over the top.



.

I would not shift out of 5th gear going up Afton Mountain and never went under 70. I specifically remember calling Drew as I was driving over Afton Mountain for the first time in my 110 to tell him I was going 75. Just to note, it was a 110 Double cab with a 300 Tdi and LT77, and 235/85r16 General street tires. I made that drive every weekend for at least 6 months.

 

[rocky]

It bothers me to have my foot 1/2-3/4 into the pedal just to keep up with traffic on the highway. (While still having people blow past me in the left lane)

If TDI Defenders were manufactured in USA today, they would rank #7 on the list of "Lowest horsepower vehicles sold in USA 2016". Behind a Nissan Versa, just edging out a Toyota Yaris. However the Yaris weighs 2350lbs to the D90's 3950.

Suppose you tried to take a Versa down the Rubicon....

 

[nmarkiw]

My D90 LS Swap

I have owned my '94 NAS D90 since 2004. Because I do a lot of rock crawling, I immediately installed 35s, ARBs, lift, blah, blah... I realized the 3.9L had no lugging capability and stalled easily. Not what you want on the rocks.

Shortly followed by a 4.6L and ZF. (That's when I developed the Lokar kit for the ZF) Followed by 1.4:1 LT230, supercharger, MegaSquirt. At the end of the day, it was all lipstick-on-a-pig. Only got 10mpg. Still being passed by various vehicles. Don't get me wrong, it was better.

I decided that re-powering the Defender was the answer. Since I have done several LR diesel conversions, I knew that wasn't the answer. I insisted on keeping the LT230 and keeping it in the stock location. If I was going to do this, it had to be the least invasive method. The 4L60/80 were too long and interfered with the front drive line. The 6L80 seem to be the ticket.

That was three years ago. I designed and mocked up the first adapter for the GM 6L80e to the LT230. Since then, I have sold just under 100 adapters worldwide. There seems to be a big interest.

So what did that effort yield? I now have a 1.003:1 LT230 with 35s, 6 speed automatic, 5.3L (320HP), 50% improved gas mileage, and 100% better drivability. ...and by the way, 1st gear is 4:1.

I offer parts for enthusiasts, shops, and professional builders.

Engine mounts, both bolt-in (for V8 frame), and weld-in for all of the others.
Direct fit aluminum radiators with Spal fans for Defender and RRC/D1
Y-pipes for both California and the rest of the planet. (Mates to the LR cat back.)
6L80e/NV4500 to LT230 adapter
optional 300M upgraded adapter shaft for >500HP applications. (yes, I have a couple customers that installed LSAs)
Accessory drive brackets for alternator and power steering pump to clear the LR steering box.
Lokar shifter or stock LR transmission shifter installation kit.
Dakota Digital VHX-1018 binnacle bezel. (non puma dash)
diff lock lever that clears the 6L80e
...
​

Clearly this is not for the purest. But will put a big grin on your face!

 

[AdamSanta85]

I have owned my '94 NAS D90 since 2004. Because I do a lot of rock crawling, I immediately installed 35s, ARBs, lift, blah, blah... I realized the 3.9L had no lugging capability and stalled easily. Not what you want on the rocks.

Shortly followed by a 4.6L and ZF. (That's when I developed the Lokar kit for the ZF) Followed by 1.4:1 LT230, supercharger, MegaSquirt. At the end of the day, it was all lipstick-on-a-pig. Only got 10mpg. Still being passed by various vehicles. Don't get me wrong, it was better.

I decided that re-powering the Defender was the answer. Since I have done several LR diesel conversions, I knew that wasn't the answer. I insisted on keeping the LT230 and keeping it in the stock location. If I was going to do this, it had to be the least invasive method. The 4L60/80 were too long and interfered with the front drive line. The 6L80 seem to be the ticket.

That was three years ago. I designed and mocked up the first adapter for the GM 6L80e to the LT230. Since then, I have sold just under 100 adapters worldwide. There seems to be a big interest.

So what did that effort yield? I now have a 1.003:1 LT230 with 35s, 6 speed automatic, 5.3L (320HP), 50% improved gas mileage, and 100% better drivability. ...and by the way, 1st gear is 4:1.

I offer parts for enthusiasts, shops, and professional builders.

Engine mounts, both bolt-in (for V8 frame), and weld-in for all of the others.
Direct fit aluminum radiators with Spal fans for Defender and RRC/D1
Y-pipes for both California and the rest of the planet. (Mates to the LR cat back.)
6L80e/NV4500 to LT230 adapter
optional 300M upgraded adapter shaft for >500HP applications. (yes, I have a couple customers that installed LSAs)
Accessory drive brackets for alternator and power steering pump to clear the LR steering box.
Lokar shifter or stock LR transmission shifter installation kit.
Dakota Digital VHX-1018 binnacle bezel. (non puma dash)
diff lock lever that clears the 6L80e
...
​

Clearly this is not for the purest. But will put a big grin on your face!

If you find time, I would love to see pictures and videos.

 

[BenLittle]

I have owned my '94 NAS D90 since 2004. Because I do a lot of rock crawling, I immediately installed 35s, ARBs, lift, blah, blah... I realized the 3.9L had no lugging capability and stalled easily. Not what you want on the rocks.

Shortly followed by a 4.6L and ZF. (That's when I developed the Lokar kit for the ZF) Followed by 1.4:1 LT230, supercharger, MegaSquirt. At the end of the day, it was all lipstick-on-a-pig. Only got 10mpg. Still being passed by various vehicles. Don't get me wrong, it was better.

I decided that re-powering the Defender was the answer. Since I have done several LR diesel conversions, I knew that wasn't the answer. I insisted on keeping the LT230 and keeping it in the stock location. If I was going to do this, it had to be the least invasive method. The 4L60/80 were too long and interfered with the front drive line. The 6L80 seem to be the ticket.

That was three years ago. I designed and mocked up the first adapter for the GM 6L80e to the LT230. Since then, I have sold just under 100 adapters worldwide. There seems to be a big interest.

So what did that effort yield? I now have a 1.003:1 LT230 with 35s, 6 speed automatic, 5.3L (320HP), 50% improved gas mileage, and 100% better drivability. ...and by the way, 1st gear is 4:1.

I offer parts for enthusiasts, shops, and professional builders.

Engine mounts, both bolt-in (for V8 frame), and weld-in for all of the others.
Direct fit aluminum radiators with Spal fans for Defender and RRC/D1
Y-pipes for both California and the rest of the planet. (Mates to the LR cat back.)
6L80e/NV4500 to LT230 adapter
optional 300M upgraded adapter shaft for >500HP applications. (yes, I have a couple customers that installed LSAs)
Accessory drive brackets for alternator and power steering pump to clear the LR steering box.
Lokar shifter or stock LR transmission shifter installation kit.
Dakota Digital VHX-1018 binnacle bezel. (non puma dash)
diff lock lever that clears the 6L80e
...
​

Clearly this is not for the purest. But will put a big grin on your face!

Not for me but huge props for the inventiveness and entrepreneurial spirit. ~100, that's insane.

 

[chris snell]

Thanks, Nick. That's awesome. I'm more of a putt-along 300Tdi guy but that's undeniably impressive.

I hope that you and the rest of the LS folks can turn this section on NAS-ROW into the authoritative source for LS conversion information on the 'net. Let me or Dave know if you need anything.

 

[mgreenspan]

After speaking on the phone a while back I was about to pull the trigger but until my engine shits itself I can't bring myself to do it. Am I a bad person for secretly hoping to need to replace my current engine? Haha

 

[mongosd2]

Your current motor is now going to die at the worst possible time...

 

[Dan kemper]

Ha Matt. I am in the same boat. Should have done the swap rather than the 4.6
4.6 with a chip is great but for alittle more i could have gone this route and had better power and range. With the 97 NAS I am glad i kept it stockish but the next defender is getting the LS. Likely going to start acquiring all the bits while they are available.

 

[Daddymow]

Your current motor is now going to die at the worst possible time...

Or it will run forever and ever and ever.

 

[javelinadave]

Or it will run forever and ever and ever.

This for sure

 

[Ash]

Sharing a few pictures that I just took for an interested individual. This is a 6.2 in a 1995 NAS ST.

We ended up using the Lokar shifter since we wanted to keep the open feel of the passenger compartment, so outside of the custom center console and iPad integrated into the dash it looks largely unchanged. The gauge cluster runs off the OBD diagnostic port on the LS, however you can easily keep the standard Rover gauge configuration with a couple of paired gauges and senders on the new engine.

-Ash

 

[Devildog01]

That's awesome. I need to start looking for an ls.

 

[mgreenspan]

Ash, thanks for the posts you've put up here. I know the cost of Nick's kit and spoke with him. Here's a hypothetical. How much would a shop like yours charge for an install in a truck like mine which is a V8 framed truck. We will say just regular gauges and nothing fancy besides the engine an auto box.

 

[defender1844]

That's my truck Ash is working on. He's definitely the most familiar with Nick's kit and has a direct line to Nick as well. He's also done 4 or 5 LS swaps.

If the parts line up as hoped he should have some pics later this week of the Forbyn Wilwood big brake setup and his one off Wilwood master cylinder setup.

Ash and I disagree on the Dakota gauge setup. I think it beats sliced bread. Where it says Park you could just as easily toggle the display to show direction and outside temperature. We're waiting on a harness from Nick for cruise control and paddle shifters. At that point when the Lokar goes into position 3, the paddle shifters will be engaged and the Park indicator will actually show the gear. I'd take the Dakota even over the Puma setup.

 

[rocky]

Your current motor is now going to die at the worst possible time...

Like mine did......on remote road with cliffs on each side and no cell phone service.