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Chicken Drumstick

Fitting an M52 BMW 2.8 to a Landy?

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I did post similar to this previously. I only looking for info at the moment on this.

But I'm curious, what would you need to fit one of these engines to either a Disco or a Defender? Would they be a fairly straight forward bolt in job?

Questions that come to mind are:

-engine mounts. Can you buy the right ones, are the p38a 2.5 diesels ones going to work?

-bell housing. A Disco and a Defender have the engines in different places, again assuming a p38a diesel bell housing fits the 2.8. Is this a long bell housing like a disco, or a short one like a Defender?

-accessories. Did LR fit the 2.8 with LR alternator, PAS pump and so on, or are all these bits BMW still? Either way I assume there will be some work to be done.

On this note, does anyone here have a 2.8i Defender? Would you be able to post some pics up of the engine bay and engine mounts?

Many thanks.

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It will probably be a fairly simple mechanical challenge , the P38 bell housing is 2 piece , and you could use the M51 flywheel and clutch I would think , this is a pull off clutch with DMF , It is a fairly long bell housing but shorter than the V8 housing on a defender . I would think that the m52 would bolt up to it . The hard part would be the ecu side of things depending on the year of engine used. The defender 380 could be modded to go behind the bmw via the p38 housing

there is room for a m57 6cyl td in a 110 , with the engine bolted up to a lt85 , which is sitting in its original position for behind a V8 .

why the petrol version , the diesel is just as powerful and more economic ?

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Petrol engines seem cheap and easy to get these days. Not convinced a diesel really would be as powerful and not for the same sort of outlay and a diesel won't drive and rev like a petrol.

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Was looking at this myself after reading the article in LRO I think it was. A 6cly would be a lovely sound and much cheaper then a V8. They explained what parts were used in matching the engine up with the drivetrain.

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Engine code Displacement Power, Torque@rpm Redline (rpm) Year

M57D25 2,497 cc (2.497 L; 152.4 cu in) 163 PS (120 kW; 161 hp)@4000, 350 N·m (260 lb·ft)@2000-2500 4750 2000

M57TUD25 177 PS (130 kW; 175 hp)@4000, 400 N·m (300 lb·ft)@2000-2750 4750 2004

M57D30 2,926 cc (2.926 L; 178.6 cu in) 184 PS (135 kW; 181 hp)@4000, 390 N·m (290 lb·ft)@1750-3200 1998 184 PS (135 kW; 181 hp)@4000, 410 N·m (300 lb·ft)@2000-3000 1998 193 PS (142 kW; 190 hp)@4000, 410 N·m (300 lb·ft)@1750-3000 2000

M57TUD30 2,993 cc (2.993 L; 182.6 cu in) 204 PS (150 kW; 201 hp)@4000, 410 N·m (300 lb·ft)@1500-3250 4750 2003 218 PS (160 kW; 215 hp)@4000, 500 N·m (370 lb·ft)@2000-2750 2002 272 PS (200 kW; 268 hp)@4000, 560 N·m (410 lb·ft)@2000-2250 5000 2004

M57TU2D30 2,993 cc (2.993 L; 182.6 cu in) 231 PS (170 kW; 228 hp)@4000, 500 N·m (370 lb·ft)@2000-2750 4750 2005 286 PS (210 kW; 282 hp)@4000, 580 N·m (430 lb·ft)@2000-2250

2004

Engine Displacement Power Torque Redline Year Stroke Bore Compression ratio

M52B20 1,991 cc (121.5 cu in) 110 kW (150 hp) @ 5900 190 N·m (140 lb·ft) @ 4200 6500 1994 66 mm (2.6 in) 80 mm (3.1 in) 11.0:1

M52TUB20 110 kW (150 hp) @ 5900 190 N·m (140 lb·ft) @ 3500 6500 1998 66 mm (2.6 in) 80 mm (3.1 in) 11.0:1

M52TUB24 2,394 cc (146 cu in) 135 kW (181 hp) @ 5800 240 N·m (180 lb·ft) @ 3600 6500 2000 72 mm (2.8 in) 84 mm (3.3 in)

M52B25 2,494 cc (152 cu in) 125 kW (168 hp) @ 5500 245 N·m (181 lb·ft) @ 3950 6500 1995 75 mm (3.0 in) 84 mm (3.3 in) 10.5:1

M52TUB25 125 kW (168 hp) @ 5500 245 N·m (181 lb·ft) @ 3500 6500 1998 75 mm (3.0 in) 84 mm (3.3 in) 10.5:1

M52B28 2,793 cc (170 cu in) 142 kW (190 hp) @ 5300 280 N·m (210 lb·ft) @ 3950 6500 1995 84 mm (3.3 in) 84 mm (3.3 in) 10.2:1

M52TUB28 142 kW (190 hp) @ 5500 280 N·m (210 lb·ft) @ 3500 6500 1998 84 mm (3.3 in) 84 mm (3.3 in) 10.2:1 S52B32 3,152 cc (192 cu in) 179 kW (240 hp) @ 6000 320 N·m (240 lb·ft) @ 3800 6500 1996 89.6 mm (3.53 in) 86.4 mm (3.40 in) 10.5:1

For your info HTSH

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I've not driven anything with an M57 in it, but if the M51 in a P38 is anything to go by the problem is not so much outright power, torque or even willingness to rev (the M51 diesel is quite pleasantly free revving), it's turbo lag. The M51 diesel goes quite well once it's spooled up, but it's very slow off the line. A VVT might well be the answer, but by the time you've sourced and fitted a suitable turbo and remapped the fuelling to suit you'll probably be spending a fair bit. Whether it's worth it depends mostly on the mileage you do, I guess.

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The M52 is a very exiting Defender to work on, I will never forget the expressions on most of the normal vehicles out on test drives and having fun off the line and keeping up or out accelerating them between traffic lights. The M52 engine in the Defender was a South Africa only standard fit from the factory. They used the BMW alternator and P.A.S. pump and the weird shock looking belt tensioner. Even had a guy fit a supercharger to his M52 that was a scary Defender, smoking all four tyres and drifting around corners on bitumen not gravel is just mind blowing, but buuut the tranferbox did not like this treatment so the supercharger was removed. I still have the software to tune them, not tuning in making serious horse power but the little bit extra and fine tuning the average garage cant do.

I will follow this tread to see what it takes to do the mod, very interesting way you are going.

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