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2.5NA -anyone still running one and happy with it?


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I've got one in my overlander 110, but the problem is that its starting to breath and is down on compression. To be honest Im surprised it still runs at all-there's a fair amount of play in the pistons I discovered when I whipped the head off to have a nosey.

Turner's are doing short 2.5NA engines for £800. My existing cylinder head is a pretty new gas flowed/ported Ricardo engineered unit and has given the engine a bit more oompf even though its worn. I could get the new bottom end, cam, rockers, and oil pump and have a box fresh engine.

The trouble is I don't know anyone with a decent 2.5NA-most people have binned them by now, I know on paper they're only 67bhp when new but I don't know how much mine is producing nowadays to get a comparison.

Does anyone still have a decent 2.5NA fitted? and happy with it?

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I drove an ex-MOD 110 my brothers' mate recently purchased, and boy was it the slowest thing I've ever driven! My Series III has more power out of it's 2.25 petrol :P

That said, they're a very reliable and long-lived engine (probably what appealed to the MOD, as well as the fact the squaddies couldn't get up enough speed to hurt themselves ;)).

However, £800 would buy several Disco 200Tdis so I'd probably be looking at that option myself as it's such a popular and proven conversion.

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You could always find a Defender 200Tdi (should easily be able to find one for your example budget of £800). That was offered as a standard upgrade in the early days of the 90s, and it's a much easier fit I believe (can use standard exhaust etc.) although don't quote me on that!

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Someone else will confirm if this is true, but i have heard it said that the 300tdi head will fit the 200 block.

Alternatively, see the thread i started yesterday on fitting a 300 to a 19J/200 chassis. A chap on LRO has designed an engine mount that will make fitting a 300 to your existing gearbox and chassis very easy.

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I read that thread with the fabbed 300mount- a nice solution but Im possibly thinking along the lines of a Defender 200tdi-

I prefer to keep it as standard as possible, the Defender 200tdi ticks that box but they're getting on a bit now. The challenge would be to find a good condition low ish mileage one that hasnt been to the moon and back a few times.

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or sort my NA?

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I've got one in my overlander 110, but the problem is that its starting to breath and is down on compression. To be honest Im surprised it still runs at all-there's a fair amount of play in the pistons I discovered when I whipped the head off to have a nosey.

Turner's are doing short 2.5NA engines for £800. My existing cylinder head is a pretty new gas flowed/ported Ricardo engineered unit and has given the engine a bit more oompf even though its worn. I could get the new bottom end, cam, rockers, and oil pump and have a box fresh engine.

The trouble is I don't know anyone with a decent 2.5NA-most people have binned them by now, I know on paper they're only 67bhp when new but I don't know how much mine is producing nowadays to get a comparison.

Does anyone still have a decent 2.5NA fitted? and happy with it?

I ran a 2,5 n/a for two years a couple years ago. Mine was old & worn but not terminally so.

I found it fine for what it is designed for, towing trailers over rough and/or muddy terrain in low range, driving around on farmland and in forests, towing heavy trailers on the road at a slow pace, and general run-about on rural and city roads. It was also fine for Land Rover club events, which over here is mostly low-range driving in knee deep mud and the occasional sand-pit or steep gradient.

However for driving long distances at high speed on the road you should consider getting a Discovery or maybe even an Audi or something like that. But you asked about the 2,5 n/a so I assume this sort of driving is not what you intend to use the LR for most of the time.

That being said I now drive a 2,5 TD which is an improvement over the 2,5 n/a. Below 1500 rpm it feels just the same as the 2,5 n/a, the same level of torque from low down. However between 1500 and 2500 rpm there is quite a bit extra power available. This makes it possible to keep up with traffic on 80 km/h roads while towing a moderate trailer, and it can be an advantage in deep mud.

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