Status update and potential improvements
Thread Starter
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Three Wheeling
Joined: Jul 2018
Posts: 85
Likes: 3
From: Las Vegas, Nevada
Status update and potential improvements
Hello folks, it’s been a while since I last logged on. My engine threw a connecting rod 3 months ago and since then I’ve been stranded. I found a bare engine block and I decided I’m going to customize it for better efficiency. I plan to coat the bearings, pistons and combustion chamber along with switching to roller lifers and camshaft. I also plan to find a tuner to tune the ecu for leaner combustion mostly in the 45-75 mph range to run leaner prehaps in the 15-16 a/f ratio range. To keep heat at bay I plan to retrofit a slightly larger exhaust and manifold system to help boost efficiency. I ultimately plan to also add underbody smoothing panels and lower the truck by 0.5-1 inch. My estimated economy improvement sets my rating at 17 mpg city and 23 mpg highway prehaps more. Along with a custom camshaft I’m thinking of upping the compression ratio from 9:4 to 10:1. I believe that will still allow me to run 87 octane when not available as I plan to travel to various remote regions. With better designed overlap and timing I believe I can reduce the required octane anyhow. I have enven considered conveying to total Atkinson based timing overall and upping my compression ratio to at least 13.1. My goal is to be one of the few to update his rover to modern standards and fuel economy. Starting where could I inherit an ecu tune and what do you guys think? Besides this is a opportunity to improve the old 4.0 v8. Other modifications include top hat liners and steel pushrods. All opinions wanted.
Thread Starter
|
Three Wheeling
Joined: Jul 2018
Posts: 85
Likes: 3
From: Las Vegas, Nevada
Hello folks, it’s been a while since I last logged on. My engine threw a connecting rod 3 months ago and since then I’ve been stranded. I found a bare engine block and I decided I’m going to customize it for better efficiency. I plan to coat the bearings, pistons and combustion chamber along with switching to roller lifers and camshaft. I also plan to find a tuner to tune the ecu for leaner combustion mostly in the 45-75 mph range to run leaner prehaps in the 15-16 a/f ratio range. To keep heat at bay I plan to retrofit a slightly larger exhaust and manifold system to help boost efficiency. I ultimately plan to also add underbody smoothing panels and lower the truck by 0.5-1 inch. My estimated economy improvement sets my rating at 17 mpg city and 23 mpg highway prehaps more. Along with a custom camshaft I’m thinking of upping the compression ratio from 9:4 to 10:1. I believe that will still allow me to run 87 octane when not available as I plan to travel to various remote regions. With better designed overlap and timing I believe I can reduce the required octane anyhow. I have enven considered conveying to total Atkinson based timing overall and upping my compression ratio to at least 13.1. My goal is to be one of the few to update his rover to modern standards and fuel economy. Starting where could I inherit an ecu tune and what do you guys think? Besides this is a opportunity to improve the old 4.0 v8. Other modifications include top hat liners and steel pushrods. All opinions wanted.
Resources include swain tech coatings, crowed performance and an independent machine shop.
TReK
Joined: Jul 2017
Posts: 3,387
Likes: 488
Unless money is no option, it sounds like a huge waste of time and money.
Especially since there are now 2 members working on LS engine conversions, and one adding a 5 or 6 speed manual transmission.
Both will give the dependability and gas mileage you want, and at a fraction of the cost.
I have seen one roller cam for the 4.6, at it was over $1200.
Ecu tuning has been mainly UK only, and over $600.
One member posted that they were doing ecu tuning in Houston, but has yet to post any more info.
"Body smoothing" undercarriage panels will add weight, and accomplish nothing noticeable. The D2 is as aerodynamic as a brick.
There are no aftermarket intake manifolds.
Try having one custom made. You will pay threw the nose for fabrication and tig welding a complete custom intake.
Which will be a crapshoop as to whether or not it makes any improvement at all on the first try, which is another reason R&D is so high. And you don't want to know what a mold casting would cost.
I admire your enthusiasm, and mean no disrespect. I also don't like saying something cannot be done. However, unless you own a high tech machine shop with some really sharp engineers, the cost of what you want will be out of sight. And you would never recoupe that money, let alone turn a profit from manufacturing all of these parts.
Which is why the above mentioned members have already done what you want, only they did it the smart and easy way. The adapted a tried and true GM LS engine to work with exhisting D2 tech, keeping the ABS/TC, and all factory electronics working.
Ace Engineer says his kits will be ready for sale soon, and adding your own LS to his kit, you're looking at ballpark $5k swap.
Good luck in whatever route you chose.
Especially since there are now 2 members working on LS engine conversions, and one adding a 5 or 6 speed manual transmission.
Both will give the dependability and gas mileage you want, and at a fraction of the cost.
I have seen one roller cam for the 4.6, at it was over $1200.
Ecu tuning has been mainly UK only, and over $600.
One member posted that they were doing ecu tuning in Houston, but has yet to post any more info.
"Body smoothing" undercarriage panels will add weight, and accomplish nothing noticeable. The D2 is as aerodynamic as a brick.
There are no aftermarket intake manifolds.
Try having one custom made. You will pay threw the nose for fabrication and tig welding a complete custom intake.
Which will be a crapshoop as to whether or not it makes any improvement at all on the first try, which is another reason R&D is so high. And you don't want to know what a mold casting would cost.
I admire your enthusiasm, and mean no disrespect. I also don't like saying something cannot be done. However, unless you own a high tech machine shop with some really sharp engineers, the cost of what you want will be out of sight. And you would never recoupe that money, let alone turn a profit from manufacturing all of these parts.
Which is why the above mentioned members have already done what you want, only they did it the smart and easy way. The adapted a tried and true GM LS engine to work with exhisting D2 tech, keeping the ABS/TC, and all factory electronics working.
Ace Engineer says his kits will be ready for sale soon, and adding your own LS to his kit, you're looking at ballpark $5k swap.
Good luck in whatever route you chose.
Camel Trophy
Joined: Sep 2017
Posts: 3,820
Likes: 1,337
From: Mission BC Canada
I have my doubts, you will get anywhere near that. You have a heavy full time 4 wheel drive truck, with a huge windshield and front end, an old engine design and all the fuel economy issues that go with it. But good luck, none of it is stuff I would do as use mine off road.
And your compression on a 4.0/4.6 is already 9:35 or 9:37 so you are not getting much improvement, my 2004 4.6 is 9:37 according to the block.
And your compression on a 4.0/4.6 is already 9:35 or 9:37 so you are not getting much improvement, my 2004 4.6 is 9:37 according to the block.
Recovery Vehicle
Joined: Jun 2017
Posts: 1,238
Likes: 240
From: Alabama + Vegas + Texas
New, finished bearings will be superior to most, and close to equal to any aftermarket coated bearings.
Your cam can be improved, but cam resistance is minimal on a Disco 2 compared to resistance in the transfer case and differentials.
Your cam can be improved, but cam resistance is minimal on a Disco 2 compared to resistance in the transfer case and differentials.
Thread Starter
|
Three Wheeling
Joined: Jul 2018
Posts: 85
Likes: 3
From: Las Vegas, Nevada
Unless money is no option, it sounds like a huge waste of time and money.
Especially since there are now 2 members working on LS engine conversions, and one adding a 5 or 6 speed manual transmission.
Both will give the dependability and gas mileage you want, and at a fraction of the cost.
I have seen one roller cam for the 4.6, at it was over $1200.
Ecu tuning has been mainly UK only, and over $600.
One member posted that they were doing ecu tuning in Houston, but has yet to post any more info.
"Body smoothing" undercarriage panels will add weight, and accomplish nothing noticeable. The D2 is as aerodynamic as a brick.
There are no aftermarket intake manifolds.
Try having one custom made. You will pay threw the nose for fabrication and tig welding a complete custom intake.
Which will be a crapshoop as to whether or not it makes any improvement at all on the first try, which is another reason R&D is so high. And you don't want to know what a mold casting would cost.
I admire your enthusiasm, and mean no disrespect. I also don't like saying something cannot be done. However, unless you own a high tech machine shop with some really sharp engineers, the cost of what you want will be out of sight. And you would never recoupe that money, let alone turn a profit from manufacturing all of these parts.
Which is why the above mentioned members have already done what you want, only they did it the smart and easy way. The adapted a tried and true GM LS engine to work with exhisting D2 tech, keeping the ABS/TC, and all factory electronics working.
Ace Engineer says his kits will be ready for sale soon, and adding your own LS to his kit, you're looking at ballpark $5k swap.
Good luck in whatever route you chose.
Especially since there are now 2 members working on LS engine conversions, and one adding a 5 or 6 speed manual transmission.
Both will give the dependability and gas mileage you want, and at a fraction of the cost.
I have seen one roller cam for the 4.6, at it was over $1200.
Ecu tuning has been mainly UK only, and over $600.
One member posted that they were doing ecu tuning in Houston, but has yet to post any more info.
"Body smoothing" undercarriage panels will add weight, and accomplish nothing noticeable. The D2 is as aerodynamic as a brick.
There are no aftermarket intake manifolds.
Try having one custom made. You will pay threw the nose for fabrication and tig welding a complete custom intake.
Which will be a crapshoop as to whether or not it makes any improvement at all on the first try, which is another reason R&D is so high. And you don't want to know what a mold casting would cost.
I admire your enthusiasm, and mean no disrespect. I also don't like saying something cannot be done. However, unless you own a high tech machine shop with some really sharp engineers, the cost of what you want will be out of sight. And you would never recoupe that money, let alone turn a profit from manufacturing all of these parts.
Which is why the above mentioned members have already done what you want, only they did it the smart and easy way. The adapted a tried and true GM LS engine to work with exhisting D2 tech, keeping the ABS/TC, and all factory electronics working.
Ace Engineer says his kits will be ready for sale soon, and adding your own LS to his kit, you're looking at ballpark $5k swap.
Good luck in whatever route you chose.
Last edited by Jamie2333; Oct 11, 2018 at 01:46 PM.
Thread Starter
|
Three Wheeling
Joined: Jul 2018
Posts: 85
Likes: 3
From: Las Vegas, Nevada
I have my doubts, you will get anywhere near that. You have a heavy full time 4 wheel drive truck, with a huge windshield and front end, an old engine design and all the fuel economy issues that go with it. But good luck, none of it is stuff I would do as use mine off road.
And your compression on a 4.0/4.6 is already 9:35 or 9:37 so you are not getting much improvement, my 2004 4.6 is 9:37 according to the block.
And your compression on a 4.0/4.6 is already 9:35 or 9:37 so you are not getting much improvement, my 2004 4.6 is 9:37 according to the block.
Well I’m thinking from a thermodynamic standpoint. Upping compression along with a more open exhaust and manifold by 1/2 or 1 inch pipe wise will help both breathing and heat management as the engine can shed exhaust more quickly and thus more heat. If I had to pick 3: roller lifters, whole piston coating, and bigger exhaust piping.
Thread Starter
|
Three Wheeling
Joined: Jul 2018
Posts: 85
Likes: 3
From: Las Vegas, Nevada
i was also considered converting to electric power steering pump.
I know it may be futile but I’m trying to prove that newer isn’t always better and this is a project that I just decided to do
TReK
Joined: Jul 2017
Posts: 3,387
Likes: 488
with hydraulic flat tappets? I thought those were the worse next to solid lifters friction wise? I would think that would net me at least 1-2 mpg alone because of reduced resistance.
i was also considered converting to electric power steering pump.
I know it may be futile but I’m trying to prove that newer isn’t always better and this is a project that I just decided to do
Maybe, maybe 3-5 crankshaft hp.
Electric ps pump, you can ask Alex, he had removed his ps pump altogether at one time, and I think he had a very small gain in mpg.
As far as newer not always being better, it actually is, because everything you want to do is newer technology than the long outdated 4.0/4.6
TReK
Joined: Jul 2017
Posts: 3,387
Likes: 488
Well I’m thinking from a thermodynamic standpoint. Upping compression along with a more open exhaust and manifold by 1/2 or 1 inch pipe wise will help both breathing and heat management as the engine can shed exhaust more quickly and thus more heat. If I had to pick 3: roller lifters, whole piston coating, and bigger exhaust piping.
It wouldn't make any difference after the catalytic converter either, if the size wasn't also increased in front of it. Which leads to finding room for one very large, or 2 larger cats, and it's tight for space for that.
Custom headers would also be a must. Having the individual header tube lengths tuned to the exhaust pulse(proper length for each exhaust port)is also critical in hp and flow gains.
Last edited by Sixpack577; Oct 11, 2018 at 05:02 PM.