GM Gen 4 conversion including LS - Page 13 - Defender Source
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  #241  
Old March 12th, 2014, 08:20 AM
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Our new LS3 and gearbox arrive on Friday. Its like waiting for Christmas to come.
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  #242  
Old March 12th, 2014, 08:31 AM
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Really looking forward to seeing what you come up with Mike. I am planning to go with the NAS style console as well so hopefully I can learn a few things from you along the way.
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  #243  
Old March 12th, 2014, 09:15 AM
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Ok so I have read through the thread, and you all have probably done way more research than I have on this, why not develop an adapter for a GM diesel? Too heavy? All show and no go? Torque blow apart an LT-230?

There are similar companies producing stand alone harnesses for GM diesel engines...

I apologize in advance if this has been covered but I think I have read (and drooled all over myself) through all posts here
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  #244  
Old March 12th, 2014, 09:20 AM
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There are a lot of people running around with GM 6.2 and 6.5 diesels.
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  #245  
Old March 12th, 2014, 09:32 AM
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Yes, I have seen some of those conversions, but the new gen of diesel engines, the 6.6L with the VNT turbo chargers get much better economy 2007+
perhaps the engines weight it a little too much I think pushing the scales at 860#s+ with an allison transmission to match.

Just talking out loud here as the kit looks to be of very good quality and a new gen diesel would return some fantastic MPG in a defender
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  #246  
Old March 12th, 2014, 02:37 PM
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Quote:
Originally Posted by dave_lucas View Post
Another part sourced

For this swap you need to buy the hi/ lo - CDL mounting plate from an automatic 1994 - 1998 Discovery series I. this is where your CDL attaches and the plate for the shifter. I suppose if you have a 1997 with an automatic you might not need this part?

They are pretty pricey if you buy one new online ~ $120 so I opted to go to the local pull and pay and got one for $9.

Here is a picture for future reference (lifted from Ashcroft where they sell for 60 GBP).

Question for you Nick. Are the 4 holes in your Adapter in the same location as the automatic Discovery transmission? From looking at both it seems so but just wondering if you kept the exact same location.
Yes. This locates the transfer case shifter is the stock position. (Same as '97 D90 & D1 ZF)
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  #247  
Old March 12th, 2014, 02:41 PM
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Quote:
Originally Posted by Jtomchik View Post
Yes, I have seen some of those conversions, but the new gen of diesel engines, the 6.6L with the VNT turbo chargers get much better economy 2007+
perhaps the engines weight it a little too much I think pushing the scales at 860#s+ with an allison transmission to match.

Just talking out loud here as the kit looks to be of very good quality and a new gen diesel would return some fantastic MPG in a defender
I'm pretty sure those engines are much too large (physically) compared to a small block that is being used here and the small size of the 6.2/6.5.
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  #248  
Old March 12th, 2014, 03:14 PM
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Quote:
Originally Posted by Red90 View Post
I'm pretty sure those engines are much too large (physically) compared to a small block that is being used here and the small size of the 6.2/6.5.
I helped Ryan S. stuff one of those into his NAS 110 back in 2001. That engine is the same size as a big block Chevy. Too big in my opinion. The passenger toe box had to be clipped to clear the exhaust, the bonnet had to be gutted to close, the radiator had to be moved forward,... He ended up trading it out for a 2.8L.
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  #249  
Old March 12th, 2014, 04:18 PM
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Id be more worried about weight for those who traverse mud and/or snow. Your front end would sink to China.
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  #250  
Old March 13th, 2014, 09:16 AM
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On the rear RH side of the transmission adapter you have to cut off a portion of the factory mount so it will clear the transfer case it took about 5 mins with a sawzall. Here is how I did it not sure if this is where Nick recommends cutting them but it seemed like a natural place and similar to the pic he sent me. You will see a little casting nub on each end and it puts you right at the edge of the hole. An initial test fit shows that it clears now.
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  #251  
Old March 13th, 2014, 11:14 AM
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Shifters

I received some questions regarding other shifter options. It all comes down to the tap-shift issue. All GM vehicles (that I know of) have the tap-up/tap-down switch connected to the BCM (body control module). Which communicates to the TCM (transmission control module) over the low speed CAN bus. Since there is no BCM in this and most conversions, it presents a problem. Luckily, the Corvette didn't have a BCM either. GM used pin 7 on the TCU for a switch directly wired to the transmissions. Thereby not needing a BCM. This "pin 7" is what we use on this conversion. This is one of the configuration changes in the TCU setup. Use pin 7 for the tap-switch.

The shifter that SpearTech sells has been modified to use "pin 7" on the TCU and not the BCM. For my Lokar setup, SpearTech provides a tap-switch ($150) you can mount anywhere. Either way, the tap-switch wiring option is required when ordering the SpearTech harness rework.
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  #252  
Old March 13th, 2014, 12:11 PM
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These guys have a pretty cool tap shift kit they are using in JK/LS conversions. http://www.lswrangler.com/cruise-con...tap-shift.html

Here is video of their cruize control and tap up tap down. Pretty cool.
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  #253  
Old March 13th, 2014, 12:35 PM
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Quote:
Originally Posted by Daddymow View Post
These guys have a pretty cool tap shift kit they are using in JK/LS conversions. http://www.lswrangler.com/cruise-con...tap-shift.html

Here is video of their cruize control and tap up tap down. Pretty cool.
20MPG sounds great to me! Notice the tach was at 1500 RPMs @ 65. The jeep t-case is a 1:1, no reduction. One of the reasons I chose the 1:1.003 LT230

All the functions these guys incorporated with the addition of the BCM, I plan to achieve with the neoVI MOTE. (picture earlier in thread)
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  #254  
Old March 13th, 2014, 12:57 PM
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Even though I've read the complete thread I'm uncertain if this conversion will be offered as a complete kit and if so - when.
I'm especially interested in converting my 1995 RRC. The 6 speed alone would be worth the cost.
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  #255  
Old March 13th, 2014, 01:04 PM
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Their kit should work in a Rover application, right?
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  #256  
Old March 14th, 2014, 07:29 AM
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As long as the engine/trans fit, the harness is stand alone...
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  #257  
Old March 14th, 2014, 11:33 AM
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Quote:
Originally Posted by Daddymow View Post
Their kit should work in a Rover application, right?
Yes, it should. I don't know how you would mount a Jeep JK Cruise Control lever on a Defender steering column. You still have to wire the their GM BCM into your engine harness CAN bus and power.
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  #258  
Old March 14th, 2014, 08:42 PM
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Mark....

I'm still confused.
Are you offering a "kit" that would work in a Range Rover Classic without major modifications and if so how much and what is included?

Thanks
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  #259  
Old March 15th, 2014, 10:19 AM
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Following. closely. You have my interest.

------ Follow up post added March 15th, 2014 10:22 AM ------

Quote:
Originally Posted by dave_lucas View Post
Motor arrived a few days ago LC9 5.3L w 4x4 6L80e purchased as a lift out package with 40k miles came with the harness and ecu as well but I removed them already to send off to speartech to turn into a stand alone harness.
Nice Dave. What are these costing about?

------ Follow up post added March 15th, 2014 10:28 AM ------

Ah. I see you posted the price...
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  #260  
Old March 15th, 2014, 12:01 PM
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Quote:
Originally Posted by cdb View Post
Mark....

I'm still confused.
Are you offering a "kit" that would work in a Range Rover Classic without major modifications and if so how much and what is included?

Thanks
Clark,

Yes this will fit RRC, and D1 using the low intake manifold. The kit is not ready. We are close to having a couple Defenders on the road. The first run of adapters have been sold. Once I get the bill of materials finalized, we will have a cost. I then make another run of adapters and brackets.

I will be supplying...
adapter
diff lock lever
alt/ps bracket
engine mounts
Lokar brackets (Defender only)
Y-pipe

These parts a-la-carte . The rest of the parts are off-the-shelf and the builder's responsibility.
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