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Thought I'd add my success story here, albeit not an LR4x4 but has the benefit of this forum - thanks to Nigel and the wealth of information from many contributors on this forum. I've got an Opel Manta (GT/E) coupe that was built by a previous owner as a rally car for tarmac stage rallying, with a Rover V8 engine fitted into it. The donor for that engine would have been the Rover SD1 3500, single plenum 'flapper' Lucas injection system, distributor, etc. Although it worked fairly well, the engine was exhibiting common failings that arise with that factory setup over time: * Poor idle control, especially hot or when electric fan kicks in * Flat spots, worst when using wide-open throttle from low revs; engine would bog down a lot before chucking the car up the road * Misfiring some of the time; hard to pin down the cause even when new coil, plugs and other parts changed Rather than continuing to replace various parts, chasing common problems, I went for the recommendation of fitting MegaSquirt engine management. I bought a full kit of parts from HFH at http://www.megasquirt-v8.co.uk/ms_3-5_etc.php, including new top-end parts to replace 'flapper' injection components with later 'hotwire' manifold, plenum and parts, as well as trigger wheel, sensor, EDIS-8 and Ford coil packs, and an MS1 ECU pre-loaded with an MSQ map for a standard 3.5 litre RV8 engine. A few differences found along the way where the Rover V8 injection differs slightly between the SD1 saloon and the Range Rover 'Classic' 3.5 v-belt engine but nothing insurmountable. For reference, these differences are: * Injectors; the nose on the bottom of the SD1 injector is of a different size and design to other RV8 injectors - use injectors from the hotwire, or later, setup * Fuel pressure regulator; there are a number of different fuel rails, use whatever seems suitable for your own installation * Crankshaft pulley; there are less parts on the SD1 crankshaft pulley - I do not have power steering so even easier to remove unwanted pulley and fit the trigger wheel * Crank sensor mount; as the crankshaft pulley differs, the bracket provided in the Megasquirt-V8 kit does not put the sensor in line with the trigger wheel - easy enough to space out differently or create a new bracket * Heater matrix feed pipe; on SD1 it is from a pipe at back of the thermostat housing, below the inlet manifold - on the other V8s, from some other pipework (don't yet know where but will probably use manifold heater supply when I eventually plumb in my heater) * Heater matrix return pipe; on SD1 it goes below the inlet manifold, not present on the RR manifold but can be bolted in place with original SD1 pipe and hose Pleased to say that the conversion from flapper to hotwire injection parts was basically easy enough, and that the MegaSquirt setup worked straight off, as per Nigel's instructions. Now, the engine starts reliably whether hot or cold, full throttle is usable from minimal revs, no misfiring evident at all and the engine seems much happier to shoot through the rev range. I still need to do some fine tuning and a before-and-after rolling road power run for comparison purposes to get an idea of how different the power curves, and peaks, may be as a result of the upgrade. I do have a few other things to do for the installation, hence occasional questions to be posted in here. Hope you don't mind the non-LR input :-)
Hi all I am just in the rebuild stages on my 1984 3.5 v8 range rover classic which I think is a sd1 engine. I seem to have these strange pipes that run down the sides of each cylinder head and screw into the top of the exhaust manifold ports. I think they are something to do with emissions possibly for the American market? However the pipes on my engine are completely shot and I can't seem to find any anywhere. Does anyone know where to get them from? what they are? And can I cap them off at all if I can't get hold of the tubes? Surely someone else has had this dilemma before?! Thanks in advance.
Hi all! Just been thinking about the Discovery I will have in the following months. It will be used mostly on road as daily runner. Any off road advantage given by mods will harm road behaviour and, quite probably, fuel consumption, so... What about converting an old SD1 to Land Rover Tdi? Has been done before? I remeber that when I was a child a neighbour had one and I really liked it. The SD 2400 Turbo used a VM engine and LT77 as the Rangie. Will a RR VM to Tdi repower kit be suitable? It will be a rationalization exercise, as my bro has two 200 Tdi engines and the Disco I will have is also a 200 Tdi. The SD, the last true Rover car, not Honda or BMW based