I thought my Turner Engine was very reasonable. Diesel will take more than just dropping it in. Wiring etc........ I did look into that choice.

 

Interesting as that's not what I've been told from the folks that have done the LS swaps and retained their OEM hardware/sensors. When I inquired to Trailhead 4x4 they never mentioned the LS 4.8 or 5.3 needing any special parts. I was basically given two choices #1 they would provide the engine, harness, and adapter plates/brackets and install it, or #2 I get my own 4.8/5.3L and they provide the harness, adapters, and the brackets and I could install it. I mean it makes sense as I can see the Bosch system not being tuned like the PCM on the Chevy, but if I got as much power as the 4.6L and it was reliable I'd be fine with that. I'm happy with a 4.0L V8 except in the mountains/hills.

At the 2020 HCRR event there was even a 2006 LR3 with a darn 5.3/6.0. When it passed me to go up for the photos I was like ummm that is NOT a 4.4L JAG engine. Sure enough I walked up as he was opening the bonnet and it was full on LS swapped out. I didn't get a chance to bug him on the details, but it was out on the trails doing very well.

 

I had some time early this year & did a lot of digging into a diesel swap.

I Wound up finding a poorly listed 03 with a international 2.8HS - which is essentially an updated version of the 300tdi. It’s got plenty of power, quiet - and a thorough instruction manual for installation. It’s essentially drop in ready to go, sans some modified engine mounts. Communicates nicely with existing ECU & BCu - mine has an adaptor plate even mating to auto ZF trans. All instruments work as they should, uses stock exhaust. MechAnical. Came from Motor & Diesel.

I haven’t had any time to play with it yet, so IVe been Real quiet about it so far.

While TD5 engine is as drop in as the 2.8 (Cummins crate or HS) physically, Your swapping your wiring harness & then in need of the ECU to be flashed. Your sending your ECU out (I had been referred to same place in the UK by a few for that) or hunting for a shop to do it for you here. The 2.8HS has mating clips plugging into existing v8 wiring harness. It’s pretty cool. And proven.


other considerations for R2.8 & or say an OM617 swap is adaptor to trans & loss of the TC & or modified ABS- your sacrificing a large organ of the rover,
i coincidentally had investment into my driveline - but is additional cost easily swept under rug.

following the Ls swap thread- I wouldn’t entertain that involvement personally.

 

So the trailhead swap they redo the firing order to make it work with the rover ECU which is a new cam(aka custom as nothing wrong with the chevy firing order), top end and such is all stock chevy but let's not pretend that LS aren't prone to issues either...imo not worth it plus half the appeal of a LS is the tunability (especially living in Denver the altitude is a killer) The LS swap is involved but if you are in anyway electrically inclined even making your own harness isn't very hard it's just time consuming....very much not drop in and go though.

 

To chime in with my personal experience, I originally was wanting to do an LS swap, I had tried to be a beta tester for that 1 company but he already had enough guys. I went to trailhead and talked with him for an afternoon, if money was no object that sounds like the way to go but it was more than I could afford or justify. So I bought a p38 4.6, did a full rebuild less new pistons, head porting, crower cam and full length headers, custom exhaust. I only have about 5k on it so far so I can’t comment on the long term reliability but the performance is way better than my old 4L. It actually feels like it’s a newer car, I can accelerate and pass cars as well as my 2016 4Runner. I had the machining and porting professionally done but assembled the motor and did the install myself. Cost was about 1/3rd of the trailhead conversion, probably less than half of the LS swap with no headaches.
when budget allows I’ll probably get a tune from Tornado systems from England, and I’ll be doing the inline stat mod.

 

The longer I think about swapping something this seems like the most prudent option, shortest downtime and with the Tornado tune I'm sure it would scoot pretty good. I'm at the point where I'd rather spend money on suspension vs huge sunk costs swapping motors. The international 2.8 is another tempting option just not as easy to source parts vs building a hopped up 4.6 (plus 4.6 has no emissions complications if your location requires it).

 

I feel this. I have enough custom stuff going on that I don't want to change everything then find out I either cant get parts or wind up with something that is near impossible to sell or get rid of. And fortunately in the state of Washington, we got rid of emissions. So all good there. After breaking the secondary air lines off (again) I decided they aren't going back in regardless of what I do. I've have 3.5 and 3.9 engines over heat and have been able to just install new head gaskets everytime.. never had slipped liners or block cracks. So for now I think I'm going to rob the 4.0 block out of the lawn D2 and put the 4.6 internals in. I've regeared and done so much suspension and drivetrain work to my main D2 that I don't want to give up on it.

 

That seems like a prudent choice and the easy button. Plus even a tuned 4.6 won't gain enough power to really stress driveline much more than stock motors so hopefully won't go blowing stuff up. With this plan I'd contact the tuning company and see what cam they recommend and go ahead and ship the ecu off to get tuned, should make a world of a difference and really wake up the motor.

 

Responding to the comment on the TD5 valve timing. The TD5 uses a heavy duty timing chain not a belt. What you need to worry about on the TD5 is the head cracking and diluting your engine oil with fuel. Once fitted with an expensive new AMC head the engine is super durable and reliable.

With a manual transmission the TD5 is really fun to drive and sounds cool like a big truck.

The bonus is that you will get a guaranteed 900 km of travel per tank. No jerry cans required for long off road trips. It also seems that slow off road driving is way more efficient than with gasoline motors. My old jeep 4.0 would charge through fuel with extended idling and low throttle driving.

My truck was converted to TD5 and every factory function works perfectly. It is hard to spot the differences from a factory TD5.

 

@DiscoveryTD5 the TD5 swap is super interesting to me.

Do you mind sharing an details on your experience? Rough cost to have a shop who’s knows the platform do the swap?

Did you do it yourself? Any trouble sourcing parts over here?

I love the idea of the TD5 swap, or maybe just importing a TD5 DII when the 99-00’s hit the 25 year mark...