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  #121  
Old February 6th, 2014, 11:41 PM
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Robert Lynch
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Quote:
Originally Posted by CDeWan View Post
I will be bringing one of nick's creations to Raleigh someone in mid April when I finish my relocation. I won't say which one of his creations but if you want to test drive a 90 with a GM v8 with 300 plus ponies on tap let me know.
Yep, definitely want to get a look and a drive in it I'll buy the beer afterwords too
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  #122  
Old February 8th, 2014, 11:50 AM
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Dennis Yard
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Add my "ditto" on that. Nick's attention to detail and superior research skills yielded my NAS 110's conversion to ZF automatic with a Lokar shifter that looks like the original.
Other than the missing clutch gear, you can hardly tell that it has been converted.

Follow up post added January 31st, 2014 10:38 PM ------[/SIZE]

sorry rabling here but Nick does have several other items he has engineered such as fitting a Lokar shifter to a rover automatic in case you want to change your R380 to a classic tranny which includes a block off plate for the whole left when you take ou the clutch pedal. It clears the Defender AC and puts the shifter in the same spot as the original stick.
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2004 Disco II (DSCO DOG)
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  #123  
Old February 8th, 2014, 08:37 PM
nmarkiw
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Nicholas Markiw
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Trans Cooler

Hope to fire the engine tomorrow.
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  #124  
Old February 8th, 2014, 08:39 PM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Quote:
Originally Posted by nmarkiw View Post
Lokar Shifter
One more shot of the shifter.
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  #125  
Old February 8th, 2014, 08:41 PM
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Nice!
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  #126  
Old February 9th, 2014, 07:40 PM
Pacopico
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Brian
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New here, but have had my D1 for a few years...not active on any particular message board.

I did swap in, and rebuild the top end of a 4.6 to replace the expired 4.0 at 180k miles. I looked at buying a LS 6.0/4L80e for repower, but ran into the T/C adaption issue...too bad all this wasn't progressing last winter!

Either way, I'm interested in pricing of the adapter and mounts once available "for next time", and would be willing to buy once parts are available as I know how it goes with limited runs of production.

Needless to say, I'll be following this thread!
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  #127  
Old February 9th, 2014, 09:36 PM
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Sam
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Quote:
Originally Posted by 3rovers View Post
Add my "ditto" on that. Nick's attention to detail and superior research skills yielded my NAS 110's conversion to ZF automatic with a Lokar shifter that looks like the original. Other than the missing clutch gear, you can hardly tell that it has been converted. Follow up post added January 31st, 2014 10:38 PM ------ sorry rabling here but Nick does have several other items he has engineered such as fitting a Lokar shifter to a rover automatic in case you want to change your R380 to a classic tranny which includes a block off plate for the whole left when you take ou the clutch pedal. It clears the Defender AC and puts the shifter in the same spot as the original stick.
So this Lokar will work with the factory console? What about the TC shifter?
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  #128  
Old February 9th, 2014, 09:59 PM
jerdwhite
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Jeremy White
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My two cents from dropping a fuel injected V8 into an FJ40 landcruiser; you are going to stress everything from the driveshaft to the wheels beyond what they were designed to handle. Might as well run Dana 60s as well and pretty much mount a Land Rover body on a suburban chassis.
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  #129  
Old February 10th, 2014, 12:16 AM
nmarkiw
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Nicholas Markiw
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It runs!

Got the engine running today.

Hopefully the radiator will show up this week.
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  #130  
Old February 10th, 2014, 07:47 AM
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Jarrod
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Quote:
Originally Posted by jerdwhite View Post
My two cents from dropping a fuel injected V8 into an FJ40 landcruiser; you are going to stress everything from the driveshaft to the wheels beyond what they were designed to handle. Might as well run Dana 60s as well and pretty much mount a Land Rover body on a suburban chassis.
I do not think that the (healthy) chassis will have any problems handling the extra power. The auto will cushion the driveline. I do, however, doubt Rover axles being able to handle the strain. To keep the offset, I would think the slightly wider and stronger 80 series axles would be the way to go.

Quote:
Originally Posted by nmarkiw View Post
Got the engine running today.

Hopefully the radiator will show up this week.
Great news. When are you going to get to run it through the gears?
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  #131  
Old February 10th, 2014, 09:03 AM
dave_lucas
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Dave Lucas
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Quote:
Originally Posted by jerdwhite View Post
My two cents from dropping a fuel injected V8 into an FJ40 landcruiser; you are going to stress everything from the driveshaft to the wheels beyond what they were designed to handle. Might as well run Dana 60s as well and pretty much mount a Land Rover body on a suburban chassis.
Big difference between the FJ40 and a Defender, an FJ40 is closer to a Jeep CJ5.

The 90 is closer the dimensions of an early Bronco

The 90 already comes with a V8 in it, the frame is solid, the transfer case is solid the only thing I see being a problem would be the axles and there are options to deal with that.

This thread makes me want to dump my diesel
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  #132  
Old February 10th, 2014, 11:52 AM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Quote:
Originally Posted by SMac View Post
So this Lokar will work with the factory console? What about the TC shifter?
The Lokar fits the manual trans tunnel/gator. It won't fit in the NAS '97 D90 console.
However, you could use the shifter from this link.

http://www.speartech.com/product_p/shifter.htm

You would be on your own to get it fitted into that console. I prefer the Lokar which allows you to use a Tuffy box between the seats.
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  #133  
Old February 11th, 2014, 10:23 AM
dave_lucas
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Dave Lucas
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So I am relatively ignorant to the new style GM motors but after some searching I found the following that better explains what motors belong to what vehicles. This is information I found on the internet so do not trust it 100% but it might help those people that are looking for a used motor. If this information is incorrect we can always delete it.

LY6

The LY6 is a is considered the upgrade from it’s generation III LQ4 predecessor, and features variable valve timing.
The LY6 is rated at 325 hp and 370 ft•lbf of torque.
The LY6 can be identified by the 8th digit of the VIN number which will be “K”

LY6 applications:
• 2007-present Chevrolet Silverado HD
• 2007-present GMC Sierra HD
• 2007-present Chevrolet Suburban 3/4 ton
• 2007-present GMC Yukon XL 3/4 ton

LY5
The iron block LY5 Vortec 5300 is the replacement for the LM7 Generation III engine and was introduced for 2007. LY5 applications:
It is rated at 320hp and 340ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LY5 can be identified by the eight digit of the VIN number which will be “J”.

The LY5 comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present Chevrolet Tahoe
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon
• 2007-present GMC Yukon XL 1/2 ton

LMG
The iron block LMG Vortec 5300 is the FlexFuel version of the LY5.
It is rated at 320hp and 340ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LMG can be identified by the eight digit of the VIN number which will be “0”.

The LMG comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present Chevrolet Tahoe
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon
• 2007-present GMC Yukon XL 1/2 ton

LC9

The aluminum block LC9 Vortec 5300 is the FlexFuel version of the LH6, and is found in 4WD models.
It is rated at 310 hp and 335ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LC9 can be identified by the eight digit of the VIN number which will be “3”.

The LC9 comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon XL 1/2 ton

L92
The 6.2L Vortec 6200 L92 engine is based on an all-aluminum design which feature variable valve timing. The L92 engines feature drive-by-wire throttle control which may require the throttle pedal to run the engine.

This engine produces 403 HP and 417 Ft-lbf of troque in the Cadillac Escalade, and 380 HP and 415 Ft-Lbf of Torque in the GMC Denali.
The L92 can be identified by the 8th digit of the VIN number which will be "8".
Applications:

The L92 comes in the following vehicles:
• 2007+ Cadillac Escalade
• 2007+ GMC Yukon Denali / Denali XL
• 2007+ GMC Sierra Denali
• 2008+ Hummer H2
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  #134  
Old February 11th, 2014, 11:25 AM
nmarkiw
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Nicholas Markiw
1994 NAS D90 LS 5.3L
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Location: San Diego, CA
Posts: 311
Quote:
Originally Posted by dave_lucas View Post
So I am relatively ignorant to the new style GM motors but after some searching I found the following that better explains what motors belong to what vehicles. This is information I found on the internet so do not trust it 100% but it might help those people that are looking for a used motor. If this information is incorrect we can always delete it.

LY6

The LY6 is a is considered the upgrade from it’s generation III LQ4 predecessor, and features variable valve timing.
The LY6 is rated at 325 hp and 370 ft•lbf of torque.
The LY6 can be identified by the 8th digit of the VIN number which will be “K”

LY6 applications:
• 2007-present Chevrolet Silverado HD
• 2007-present GMC Sierra HD
• 2007-present Chevrolet Suburban 3/4 ton
• 2007-present GMC Yukon XL 3/4 ton

LY5
The iron block LY5 Vortec 5300 is the replacement for the LM7 Generation III engine and was introduced for 2007. LY5 applications:
It is rated at 320hp and 340ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LY5 can be identified by the eight digit of the VIN number which will be “J”.

The LY5 comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present Chevrolet Tahoe
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon
• 2007-present GMC Yukon XL 1/2 ton

LMG
The iron block LMG Vortec 5300 is the FlexFuel version of the LY5.
It is rated at 320hp and 340ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LMG can be identified by the eight digit of the VIN number which will be “0”.

The LMG comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present Chevrolet Tahoe
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon
• 2007-present GMC Yukon XL 1/2 ton

LC9

The aluminum block LC9 Vortec 5300 is the FlexFuel version of the LH6, and is found in 4WD models.
It is rated at 310 hp and 335ft-lbf of torque from SUV applications. It is rated 315hp and 338 ft-lbf of torque in pickup applications.
Vehicles containing the LC9 can be identified by the eight digit of the VIN number which will be “3”.

The LC9 comes in the following applications:
• 2007-present Chevrolet Avalanche
• 2007-present Chevrolet Silverado 1500
• 2007-present Chevrolet Suburban 1/2 ton
• 2007-present GMC Sierra 1500
• 2007-present GMC Yukon XL 1/2 ton

L92
The 6.2L Vortec 6200 L92 engine is based on an all-aluminum design which feature variable valve timing. The L92 engines feature drive-by-wire throttle control which may require the throttle pedal to run the engine.

This engine produces 403 HP and 417 Ft-lbf of troque in the Cadillac Escalade, and 380 HP and 415 Ft-Lbf of Torque in the GMC Denali.
The L92 can be identified by the 8th digit of the VIN number which will be "8".
Applications:

The L92 comes in the following vehicles:
• 2007+ Cadillac Escalade
• 2007+ GMC Yukon Denali / Denali XL
• 2007+ GMC Sierra Denali
• 2008+ Hummer H2
Be carefull with regards to the 6.0L & 6.2L in the Silverado/Sierra. They will have a 6L90E transmission which won't work in this application. Those engines in the Escalade, Yukon 1/2t, Hummer, 'burb 1/2t will have the 6L80E.
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  #135  
Old February 11th, 2014, 11:59 AM
nmarkiw
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Nicholas Markiw
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Quote:
Originally Posted by Viggen View Post
Great news. When are you going to get to run it through the gears?
ToDo: Still working out the radiator details with the manufacturer. Need to decide what to do with the crossmember. Then build a Y-pipe.
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  #136  
Old February 11th, 2014, 01:23 PM
mattwhite
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Matt White
94 D-90
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Posts: 110
For me the engine is really just a bonus, it’s the transmission I’m after. Below are the 6l80 gear ratios compared to the rover ZF 4.

6l80 ZF4
1st gear: 4.027:1 2.48:1
2nd gear: 2.363:1 1.48:1
3rd gear : 1.532:1 1.00:1
4th gear: 1.152:1 .73:1
5th gear: .852:1
6th gear: .667:1

As you can see, gears 2-5 are similar to the ZF but you get the offroad low range 4:1 1st gear and the highway friendly 6th. Plus the low first gear allows you to cheat the rover axles and run a higher differential gear ratio and pick up the added strength of a decreased tooth count on the ring gear. As for durability, a few are running these transmissions in King of the Hammers and they hold up pretty well.

One tip when looking for an engine: Make your life easier and buy an engine, transmission and ecu all from the same vehicle. The 6l80 has a reputation for being difficult to re-flash if you mix and match (i.e. corvette engine and truck trans.)
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  #137  
Old February 11th, 2014, 01:43 PM
nmarkiw
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Nicholas Markiw
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Quote:
Originally Posted by mattwhite View Post
For me the engine is really just a bonus, it’s the transmission I’m after. Below are the 6l80 gear ratios compared to the rover ZF 4.

6l80 ZF4
1st gear: 4.027:1 2.48:1
2nd gear: 2.363:1 1.48:1
3rd gear : 1.532:1 1.00:1
4th gear: 1.152:1 .73:1
5th gear: .852:1
6th gear: .667:1

As you can see, gears 2-5 are similar to the ZF but you get the offroad low range 4:1 1st gear and the highway friendly 6th. Plus the low first gear allows you to cheat the rover axles and run a higher differential gear ratio and pick up the added strength of a decreased tooth count on the ring gear. As for durability, a few are running these transmissions in King of the Hammers and they hold up pretty well.

One tip when looking for an engine: Make your life easier and buy an engine, transmission and ecu all from the same vehicle. The 6l80 has a reputation for being difficult to re-flash if you mix and match (i.e. corvette engine and truck trans.)
Matt brought up a very good point. Purchase a "lift out" package. (engine/trans/ecu/harness/accessories) Otherwise you will spend lots of time finding all those bits. As I did. Also, the ECU operating system has to match the TCU operating system.
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  #138  
Old February 14th, 2014, 02:03 AM
AreaBFE
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Olaf
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Great work Nick!
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  #139  
Old February 14th, 2014, 02:23 AM
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aka rover
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ed angel
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Very well done
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95 D90 SW 4.6 ARBs 8274 37" BFGs Gigglepin twin motor 8274
94 D90 ST R380 constine green stock
85 D110 3.5 3 DR
67 NADA diesel tremec 4spd salisbury rear springs on front and a LOT MORE TO GO.

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  #140  
Old February 14th, 2014, 06:52 AM
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Can't wait until we see a video of this in action. Also wondering whether some of the amazing mpg suburbans get today will transfer over.
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