Cummins Repower ISF 2.8 for Defenders

Uncle Douglas

Well-known member
Callsign: delete
No it doesn't, Dick.

Yeah Dick.
It does.


In my case, the steering box dictated engine height relative
to the chassis. In a left hand drive defender the Cummins engine mounted oil cooler is directly over the steering box if you are using a 6l80e and associated adapters. The angles and length of the frame side mount tubes were different side to side. I mounted the transfer case to frame mounts first and then with the engine suspended from the hoist took measurements. I made the templates out of a wooden 2x3 for test fit and then made the mounts out of 2x3 3/16 wall tubing.

If the transmission was shorter or you were doing a rhd application you could go a different route- ie the steering box clearance wouldn't dictate engine position.

Some have been emailing me asking about using a p38 box etc. Seems like a ton of trouble to go to when things fit fine if you are carefull. We intend to use this same combination over and over so I labled and kept my templates.
 

rherl

Active member
Well next time you are making mounts add an extra set in and I'll buy them. My setup will be the same as the one you are building now. I am happy to pay the the engineering work you have already done. I am just not that savvy and don't have the equipment to perform those feats of engineering.
 

rocky

NAS-ROW Addict
I know of one conversion up in Ontario that’s now getting some road miles under its belt.
 

ezzzzzzz

Well-known member
The PS steering box is the nemesis in most any engine swap. I suffered with the dilemma on my '71 IIA crawler project. With the LS1 swap I initially relocated the PS box forward approximately 2" to gain clearance. This also required relocating the alternator high on the passenger side of the engine. That was nearly 10 years ago...damn times goes by. Fast forward back to this project, I had a P38 PS box sitting around (doesn't everyone?) and thought I could incorporate it somehow. With this much heftier PS box I was able to gain massive clearance and place the alternator back into its original location. Steering benefited with a equal length drag link and track bars too. By the way, that's a shortened '94 NAS chassis sitting on Currie hi-pinion 9" axles.
 

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Mack

Well-known member
The PS steering box is the nemesis in most any engine swap. I suffered with the dilemma on my '71 IIA crawler project. With the LS1 swap I initially relocated the PS box forward approximately 2" to gain clearance. This also required relocating the alternator high on the passenger side of the engine. That was nearly 10 years ago...damn times goes by. Fast forward back to this project, I had a P38 PS box sitting around (doesn't everyone?) and thought I could incorporate it somehow. With this much heftier PS box I was able to gain massive clearance and place the alternator back into its original location. Steering benefited with a equal length drag link and track bars too. By the way, that's a shortened '94 NAS chassis sitting on Currie hi-pinion 9" axles.

I bet if you made a few more of those adapter plate/panhard bar brackets you could find a number of buyers easily. I?d buy one. The P38 box is a great solution.
 

ezzzzzzz

Well-known member
I bet if you made a few more of those adapter plate/panhard bar brackets you could find a number of buyers easily. I?d buy one. The P38 box is a great solution.

I may consider this but need to address using only the 4 original PS box mounting holes and track bar location for a direct fit to a stock truck. Too much is in the way at the moment to spend any time on that prospect.
 

ersatzknarf

Active member
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Uncle Douglas

Well-known member
Callsign: delete
Since day 1, I have been working with Chris and Kevin @ Axis. Axis performed the first transplant into the jeep most of us have seen @ the Cummins booth @ trade shows.

Going forward, these guys will be your source for "kits" to transplant into your defender. I'm sending them a roached 4cyl diesel trans to make an adapter from the Cummins to LR bolt pattern, I have already gone on record how I feel about that idea.. Having dealt with them for the past 8 mos these guys are class acts and have a full machine shop to make anything.
While I am using the GM 6 speed these guys have jumped ahead and are cracking using the ZF 8 speed auto behind the 2.8
axisindustriesusa.com

If you arent the DIY shade tree type, send it to us for conversion !
 

donb

Well-known member
The Discovery 1 with the Cummins R2.8 has been showing up on IG feeds from Moab.

Doug - Axis responded to some questions on some of the posts. I'm sure you aren't in favor of the R380 behind the Cummins but in stock HP/TQ configuration R380 should be ok.

It would be nice to have the LT230 and R380 in stock locations and not have to worry about the driveshafts and some of the mounts.
 

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Red90

Well-known member
I'm sending them a roached 4cyl diesel trans to make an adapter from the Cummins to LR bolt pattern, I have already gone on record how I feel about that idea..

Do you think that the engine mated to a short bellhousing R380 would fit without the issue of interference between the oil cooler and the LHD steering box?
 

Uncle Douglas

Well-known member
Callsign: delete
Yes. Engine is 25 inches long 26 wide and 28 tall

My clearance to steering box and the one Heritage Driven did were because of the length of the transmission chosen. 6l80e while bulletproof, is a huge transmission.
 

Uncle Douglas

Well-known member
Callsign: delete
The Discovery 1 with the Cummins R2.8 has been showing up on IG feeds from Moab.

Doug - Axis responded to some questions on some of the posts. I'm sure you aren't in favor of the R380 behind the Cummins but in stock HP/TQ configuration R380 should be ok.

It would be nice to have the LT230 and R380 in stock locations and not have to worry about the driveshafts and some of the mounts.

In practice, have twisted off mainshaft in r380 behind a td5. Cummins is stronger.

Have had these conversations with Chris and Kevin but have also explained why you guys want what you want.
 

Uncle Douglas

Well-known member
Callsign: delete
The Discovery 1 with the Cummins R2.8 has been showing up on IG feeds from Moab.

Doug - Axis responded to some questions on some of the posts. I'm sure you aren't in favor of the R380 behind the Cummins but in stock HP/TQ configuration R380 should be ok.

It would be nice to have the LT230 and R380 in stock locations and not have to worry about the driveshafts and some of the mounts.

I mounted the lt230 using stock mounts where it would be in a 97 NAS 90.
Drive shafts used are stock
 

Red90

Well-known member
The way you are doing the conversion is beautiful and will be bulletproof, nice to drive and reliable. However, you must admit it has involved a huge amount of time researching, developing prototype parts and having custom parts built as well as fairly significant costs beyond the engine and gearbox adapter. Not everyone has the capabilities to design and built that you have or do they have the desire to spend that much time and money on an engine conversion.

A conversion that would allow the existing gearbox and transfer case to remain unchanged could be brought to a bolt on level and reduce that extra time and cost outlay by a huge margin.

As to the TD5 reference. There are literally thousands of trucks running out there that are tuned to the same level as this engine. 99% of them have an R380. People are breaking them, but it is not common. With a sensible driver, it should be fine for most people. As long as this is clear going in, then the owner can decide which way to go
 
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