you should be able to start it as long as the D2's fuel pressure is greater than 35 psi (they require 45-48 psi, but they will run - not well - at lower psi).

for a long term, I'd adapt the tank to use the drop-in LS unit. Just a guess from looking at my tank, I'd say the GM truck fuel pickup/pump would be pretty close (depthwise) to the Disco. if it is right, it's just a matter of making the ring attach. One of those strange things - most vehicles use a similar pump/fuel level sender locking system.... maybe you'll get lucky and they're either close or the same?

As for welding on a gas tank - it can be done, just rinse, then be smart when you do it. Last time, I used up a 125 bottle of argon purging the tank so I could weld on it.... a bit of an over kill, but if you displace the oxygen with an inert gas - you can weld all day long on it to put a new pickup in.

 

The DII claims to be regulated to 50 psi. All my other LS motors specified 55psi as the required fuel pressure. If your saying they run ok without throwing codes at less than 40, all should be fine. Your right about long term, if the LR pump goes kaput, I doubt I would replace it with a stock unit.
This 5.3 L truck motor I have uses a intake mounted regulator and a return line system. I have disabled the regulator and blocked off the return in hopes of using the LR fuel system as is. (In tank regulator and no return)

 

I see you found my question to him

I am interested in any way to get a non-rover powerplant in my truck while remaining obd-2 compliant.

 

What you are doing is pretty amazing, but trying to get a driveline managed by 2 ecu's through emissions inspection will be tough. I hope it goes well for you.

On that same topic, has anyone heard of a successful use of the LR engine management on a different motor? The basic system seems to be pretty good to me. Obviously it won't work with a variable valve timing engine, but it should run a typical V-8. The LR4 (Vortec 4800) engine is about the same displacement. Could that be made to run using the Bosch management and injectors? Could it be set up so that the ecu (and the RMV) has no idea that it's not controlling the stock motor?

 

Wouldn't the Vortec 4800 rip the DII tranny to shreads?

 

That's a tiny motor - only 4.8 liters. But I'm not sure if was only made for front wheel drive cars.

 

The Disco 2 runs a motronic spec cam sprocket with weird slots at strange spaces so that the engine management knows the cam's position. I thought about running a sbc with the motronic and having the motronic reflashed by a bloke in the UK. The cam positioning sensor and its placement, as well as the cost of having the motronic reflashed overseas was the killer for me.

I'm told that a company here in Australia has attempted this conversion but couldn't live with the 3 amigos and other bells and whistles going off.

My theory, after reading the rave pdf back to front is keep the motronic and feed vital signals to it so that, at the very least, will keep everything else in the truck happy. You will need a tacho and temp gauge. These are fed by the motronic. You may be able to simply feed and altered signal from your GM PCM for your tacho with hp tuners or whatever you're using. The LR spec temp sensor can be plumbed on the LS.

You're going to need to change your BCM transmission settings to make your truck a manual so you wont have the gear readout on your cluster. You will lose HDC and the LR traction control for off road traction too.

 

No emission inspection here in Alabama. We have way too many old farm trucks running around busy growing the food the ROW eats while your hunkered down waiting for the snow to melt.


No cats on this one.

 

I didn't say it wouldn't throw codes, I said it'd run. Most of the people I know (and me included) run at 48 psi. Lower than 55 psi (I'm not sure that's right) won't throw codes because the injectors will be able to flow enough fuel to allow it to run right. There isn't a pressure sensor in the fuel system.

Higher pressure = more volume. A lot of people run higher pressure to get more fuel for things like turbos - it saves them having to buy new injectors when they need a greater flow of fuel.

With that said, if you deadhead the system (no return line), you won't be able to control the fuel pressure - and your pump won't last long, it will overheat.

I know what you're going to say - you can put the pressure regulator before the fuel rails. The problem with doing that is it reduces fuel flow because, even at fully open, it's a restriction. You could use a controller to adjust for the fuel pressure, but those are really expensive, and completely unnecessary when the solution is a fitting into the fuel tank to allow the fuel to go back

 

If I read and understand the Rave correctly, the LR has a bypass regulator built into the fuel pump module. It has no return line. Many GM LS motors are equipped with the same type internal regulator and no return line. I have not done enough research to understand why GM does it differently on the truck motors, I.E. with a return line.