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Chevy V8s


I was wondering if anyone has any experience of actually running one of these beasts in a landy???? I was thinking of the ones around the 5.7litre size! Are they actually economical to run or are you traveling round doing single figures to the gallon. LRO had someone in there who had one in a rangie but we all know what to think about the accuracy of the LRO articles!:D;):D

theyres a link here about a chap whos fitted one in to a dakar (range rover based kitcar) I've always liked the idea about fitting a 350 chevy in to a 90, the parts seem cheaper than a rover v8 if you look around the specialists, its cheaper to tune aswell http://www.mez.co.uk/index.html
Its more the sheer power that I was thinking! Theres one at home that I could put into my 90 but if huge welding type mods are required I wouldnt be so keen. It'd create more of a brief plaything while I still had the money for the petrol! Then go back to diesel!

When one mentions the fitment of such a powerplant to a Solihull machine, all the naysayers tend to wince and say that the very second you turn the key after the installation, every standard Land Rover diff, prop, gearbox and half shaft within a seventy mile radius will turn into iron filings.

Ignore all that, because it's very boring and not at all in the spirit of fitting an inappropriately powered smallblock to an old farm truck. Do it because it's awesome and will make you giggle like a schoolboy.
I have never had one in a landy, but have in other cars , sorry a 5.7ltr (350) chevy will never be what you call economical, a great engine though, the sound of a smallblock through some decent headers and pipes.. mmmmmmm
I have a 400 chevy in my pontiac and it will drain the juice rather rapidly, example, i did about 10 ltrs in about 20 mins giving it a quick tune when i was last home, admitidly there was allot of hard reving going on..

About 10 years ago my old Volvo 760's engine expired.

I replaced with a 350 Chevvy, with aid of two friends.

Large grin times ensued.

Unbeatable from traffic lights as numerous Cosworth sierras & ecsorts, porsche's and Italian exotica, in Sheffield and surroundings discovered. Boy racers in hot XR3's, 205 GTI's, would turn off rather than pull up beside a 10 year old Blue Volvo.

Straight lines no problems, corners were "intersting".

14 miles to gallon less good, dropping to SINGLE FIGURES while playing!!!!!

Finally sold to some "gentlemen" from London who figured they could "make money" from it.

Was able to buy 3 year old Volvo estate, good holiday, and cash left over for deposit on first house.
I think the Overfinch 5.7 Rangey conversion was relatively common. I've seen a few for sale. They put 6.3 litre smallblocks in P38s too, which must be fun.

An Overfinch built auto 110 pickup with a 5.7 kicking came up on Eblag a couple of years back too. Very nice, except the bizzarre auto shifter which stuck up through the centre seat.
I have a 95 Chevrolet Surburban with the 5.7 lt., fuel injection , and 4 speed automatic. It is only turning 1600 rpm at 100 km/hr. On the highway I get 18-20 mpg (US gal). not so good in town.

In 1967 I had a Cheville with a 427 cu. in. rated at 425 hp, got around 5-6 mpg, but gas was only 32 cents/gallon. Only thing, you could go through a set of rear tires, on a tank of gas. Great fun when I was 18.

Also have a 1983 Suburban with the 6.2 lt. diesel, almost 400,000 miles and have only replaced the injector pump and a water pump on the motor, but it has gone through a lot of front suspension parts. Motor weighs 800+ lbs.
Aye, I had heard of the overfinch ones but I doubt that they say much about what they actually do when they convert their vehicles and what with their market, the vehicles probabily arnt used much!
Sounds like fun!
If done right and geared well you should be able to see >20mpg(US) on a D90. I'd do a LT1 or LS1 with EFI.

You won't find much info on such swaps though because in the US most people consider a LR "sacred" and won't put anything non Rover in it. Those few who HAVE done so are considered blasphemers. ;)

BUT, Those who HAVE done these swaps love the,. the power to weight ratio is improved and with a decent OD tranny you can get great acceleration all while returning better MPG than a 3.9/4.0 Aluminum V8

The 5.7 is a tad heavier anan a 3.9 like 200#s so you might need to swap to coils meant for a Diesel engine if you don't have them already.

Look to Novak for some info- Sure it is all catered to jeeps BUT there is a LOT of experience and knowledge to be gleaned from there:
A 1999 TJ Wrangler with a 5.7L LS1 Chevrolet V8 as sourced from a Corvette. At 400HP, and as much torque across a broad RPM range, it had the impressive ability to plant the driver deeply into the seat. This was our first LS1 to TJ swap a few years ago and what was so challenging then has become second nature and we documented. Fuel economy was up five points from the 4.0L I6 that it replaced.

General Principles to Consider:
There are two popular misconceptions about engine size that should be brought to light. The first mistake many make is in thinking that a small displacement engine will invariably give better gas mileage. This is only true if the small engine is in a lightweight, properly geared, and semi-aerodynamic vehicle. A small engine in a heavy vehicle with "tall" gears will perform poorly and give bad gas mileage. Any engine, when worked to the point where vacuum drops low enough to operate the power jets in the carburetor, or to lug, will give poor gas mileage. If too small an engine is used for the work to be done, it will operate at low vacuum for longer periods and use more gas than a larger engine that would not be working as hard. The added benefit of the larger engine is its reserve power.
The second most common error swappers make is to convert to an engine that is too large, from both size and displacement, for the vehicle. While a Small Block V8 is a great engine, there are sometimes better choices for smaller Jeeps, such as Buick and Chevrolet V6's, Ford 2000cc and 2300cc's, GM "Iron Duke" Fours and the like. Big Block V8's and heavy old I6's should hardly ever be considered in short wheelbase Jeeps! When planning a conversion into a CJ2A up through the CJ5's, remember that you are dealing with a 2500lb. vehicle. This, by all standards, is light, and that is one reason why these vehicles prove to be the most agile in the world. Adding an overburdening block of iron to smaller Jeeps will give disappointing results in terms of handling, braking and of course, breaking – of several components directly and indirectly between the block and the vehicle. Besides, fit into the engine bay is usually so poor that the work soon looks as poorly as it was thought out in such situations.
The trick is to match engine size to the load, then only use the reserve power when needed. Engine torque output is essentially related to cubic inch displacement of any engine. The RPM that maximum torque is produced at is related to the length of the stroke of any engine. A 230 c.i.d. "under-square" engine will make about the same torque as a 230 c.i.d. "over-square" engine but will do so at lower RPM due to its longer stroke. (An under-square engine has a bore that's smaller than its stroke.) Many swappers and engine enthusiasts prefer the challenge of running an optimum V6 to the power levels of V8's, and then reaping the weight and fit benefits both on and off-road.
Computers, Wiring and Fuel Injection
Many of us speak nostalgically about the days when engine electrical and fuel systems were about the simplest parts of an engine swap. Engine and vehicle management computers are now a major part of modern automotive systems, and therefore, a significant concern when doing a conversion. Some run from these issues, and others embrace them. What must be said for modern powerplants is that they are efficient, cleaner and in many cases, more powerful. What's more, many state and county emissions laws require these modern systems in modern swaps. In a word, computer controlled engines are here to stay. The neat thing is that there are good resources available to facilitate this process. We're learning a bit about these issues, and we encourage you to contact us about them. We expect to be publishing more information on modern conversion issues.​
Chevrolet V8's
The 1958-2001 Chevy Small Block V8's are very popular for Jeep swaps. Stock Small Block series engines consist of the following displacements: 265, 283, 305, 307, 327, 350, 400. Some of the reasons for the popularity of these engines are: availability, outstanding parts interchangeability, compactness and light weight, plus the fact that these engines fit nicely in most Jeeps. These engines have been popular choices since the mid-sixties, and because they are so familiar, the information and parts required to swap them are more widely available. Big Block V8 engines are exciting, but usually do not make for a smart swap into most Jeeps.
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Oh yeah- I'm not sure I'd put 400HP through a LR gearbox . They might suffice but while you are at it explore the NV4500 5 spd and or NP435 4 speed. Both can and have been mated to LT230s with success over here.
The best way to do it is find someone who makes a way to adapt to the LT230- partly because that is how LR changed the final drive ratios. In contrast in the USA manufacturers usually offered more Ring and Pinion ratios and NEVER offer anything ither than a 1:1 high range ratio in the transfer case.

Land rover on the other nand offered far fewer R+P ratios but many different high range transfer case ratios. Nothing is wrong with either approach but it illustrates some of the biggest differences between US 4X4s and LR

If you want to crunch #s:

Some info on various engines:

Ford 302 swap into a Series Rover:

Chevy 350 swap into Series Rover:

And some general info on Small Block Chevy engines:

Same type of info for Ford engines:


Info on NV4500 transmission:

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