Project Rangie
I now have on board air, pictures here -> On
Board Air
Off road picture gallery, go here ->
Gallery
Suspension modifcations, go here ->
Suspension
Links ->
Links
5L+ ROVER ENGINE
Problem - not enough power, and I have a serious
mental problem with Prado's passing me.
Solution - My Go Fast Engine recipe.
On a Range Rover 3.5L block.
-
3.9 liners - poke slightly above block deck to give additional sealing
with composite gasket
-
P76 Crankshalf, mains ground down to Rover crank size
-
Machined block to accept rear oil seal
-
Main bearing stud kit
-
2" Chevy forged rods, individually balanced
-
Custom made crank to flexiplate adaptor, threw away stupid soft Rover bolts
for high tensile ones
-
Chevy 302 20 thou' oversize dished pistons, performance rings
-
All internals, flexiplate to front pulley, dynamically balanced
-
Isky 260 degree (NZ army profile) camshalf, new cam bearings, dual roller
timing chain and gears
-
Chevy lifters
-
Crane stiff pushrods
-
New oil pump
-
Buick 300 steel heads
-
- Largest valves possible
-
- Dual springs
-
- Rocker post shims (5mm)
-
- Machined valve guide spring retainers lip to fit new springs
-
- Bedford spring retainers
-
- Full race ported and polishing work on head
-
- Triple angle valve seat grind
-
- Extra water gallery holes plugged
-
- 6mm rocker cover spacer (as rockers are lifted 6mm for taller valves)
-
- 5mm aluminum plate port flow adaptor for inlet manifold
-
- custom 2mm aluminum valley gasket plate
-
Edlebrock performer manifold, welded, ported and port matched to heads
-
Holley 390CFM vac sec (don't do this!) *update Webber 600 now installed,
a lot better
-
Mallory distributor
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2.5 inch big bore exhaust
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Upgraded 3 to 5 cores on radiator with dual electric fans
Surprises
Caught out by the different external dimensions of the Buick head.
The alternator, power steer and air-conditioning pumps had to be positioned
using 20mm spacers and longer bolts. The alternator bracket had to be altered
by welding in a small new section and re drilling of some holes.
I also underestimated the engine heat output and had to put in a 5
element core into the radiator and also twin electric fans.
The Rover smaller sized head bolts were too small. I had to get 12
chevy 'end' head bolts. This can be difficult as the Chevy has only 4 of
these bolts per set.
I spent considerable time in trying to get my old Holley 390 to run
the new engine without too much success. Apply the proven principle that
bigger is better, a Webber 600 now runs the engine, jetted two sizes richer.
Points that I considered important
1. Mains stud kit.
2. Strong bottom end with Chevy performance parts which are all balanced.
3. I have heard of a lot of people making comments about the P76 stroker
not revving. To cure this something needs to be done with the heads and
gas flow. I chose 'all out' with the ported Buick heads and Edlebrock manifold.
The engine has no choice now, it must rev like stink.
The following pictures show the various parts and stages
of the engine project
(click on the images for a bigger picture)
Nice
cylinder polish, Note the water jacket plug bottom left
Ported
inlet Edlebrock Performer manifold.
Upside
down Edlebrock manifold - note the extended bottom ports.
And
on the left we have a beautifully ported Buick exhaust port. And, Oh dear,
on the right we have a miserable, pathetically undersized standard Rover
exhaust port. Ever tried breathing through a straw?
Left
is a standard 41mm high Rover inlet port on the head. On the right is a
54mm ported Buick inlet port.
Oh,
a nice shiny head sun bathing on the Suzuki. Notice the glow that it emits.
And
a wee bit of welding on the underside of the Edlebrock manifold before
porting.
And
some more welding.
And
may as well weld the top too.
The
assembled 5 Litre, just before it's hoisted into the engine bay. Surprisingly
the photo was in focus as I was shaking with excitement.
A close up showing the dual springs, rocker shaft mount spacers and the
inlet manifold adaptor plate. This plate allowed for better port matching
to the ported Buick head.
To
install any larger valves than these requires off setting the valve guides.
The
custom valley seal is a 2mm aluminum plate which is fitted to the inlet
plate edge slot. The valley plate ends are sealed in the usual way with
the rubber seal and steel valley plate above.
Here
you can see the liner which extends above the block deck.
This
block is short.
Custom
made big bore 4-2-1 tube headers. Very important for breathing.
Well, what does it go like?
Well, it's fast. Takes off like a V8 car.
Other modifications
-
Rancho RS9000 shocks
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Rancho in-cab control
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2" body lift
-
King Springs (40mm higher)
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Guard - wheel arch cut and fibreglass flares
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Maxi-drive locking diff
Off Road Kit
I fitted a Mile Marker II hydraulic winch and also carry
-
two snatchem straps with shackles
-
a high-lift jack
-
bulldozer anchor chain with ring and hook - something I brought when I
had a farm - now it's used as intimidation factor!
-
steel spade
-
20L water
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tool kit, enough tools to replace a diff or half shaft (a habit from when
I drove a SII)
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first aid kit
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fire extinguisher
-
tyre pressure gauge
email
Bryan
Home Page -
German
Wirehaired Pointer -
Project Rangie -
Nice
cylinder polish, Note the water jacket plug bottom left
Ported
inlet Edlebrock Performer manifold.
Upside
down Edlebrock manifold - note the extended bottom ports.
And
on the left we have a beautifully ported Buick exhaust port. And, Oh dear,
on the right we have a miserable, pathetically undersized standard Rover
exhaust port. Ever tried breathing through a straw?
Left
is a standard 41mm high Rover inlet port on the head. On the right is a
54mm ported Buick inlet port.
Oh,
a nice shiny head sun bathing on the Suzuki. Notice the glow that it emits.
And
a wee bit of welding on the underside of the Edlebrock manifold before
porting.
And
may as well weld the top too.
The
assembled 5 Litre, just before it's hoisted into the engine bay. Surprisingly
the photo was in focus as I was shaking with excitement.
A close up showing the dual springs, rocker shaft mount spacers and the
inlet manifold adaptor plate. This plate allowed for better port matching
to the ported Buick head.
To
install any larger valves than these requires off setting the valve guides.
The
custom valley seal is a 2mm aluminum plate which is fitted to the inlet
plate edge slot. The valley plate ends are sealed in the usual way with
the rubber seal and steel valley plate above.
Here
you can see the liner which extends above the block deck.
This
block is short.
Custom
made big bore 4-2-1 tube headers. Very important for breathing.