Defender Source Forum banner
1 - 20 of 210 Posts

·
Premium Member
Joined
·
11,803 Posts
Starting a separate thread on the 230 & 250 inline 6-cylinder engine conversions.
This engine conversion will bolt in and out of a 90/119/130 without vehicle modifications, like the 292 making it an easy, inexpensive weekend conversion.
Since the 230 and 250 blocks are 2" shorter than the 292, and the ancillary mounts are different, this thread should eliminate any confusion with the 292.

Why convert?
The performance and ease of conversion are remarkable and well-suited to a Defender-style vehicle.
After driving small diesel for over 15 years and having to deal with high maintenance and poor performance coupled with reliability issues it was time for something better.
We built conversions for the Diahatsu 2.8 TD, the Iveco 2.8 and 3.1 TDI, and the OM617, and drove Land Rovers with 200 and 300 TDI engines.
These mechanical diesel are generally loud and smoky while the GM inline 6 is smooth and so quiet, you often don't hear it idling or driving.

The Chevy 250 was used in cars, trucks, and vans, and had many industrial uses being manufactured from 1962 to 1990.
A good used GM inline 6-cylinder engine typically sells for under $500 and is usually less than $250.
The cam is driven by metal timing gears eliminating the need to change a timing belt or timing chain.
The GM High Energy Ignition (HEI) systems are extremely reliable and were used on military vehicles without issue when submerged.
Parts are inexpensive with over-the-counter support from any local parts store.

There were several different versions of the 250 engine with different cylinder heads.
Some of the heads had a separate bolt-on manifold, while other versions had the inlet manifold integrated into the head casting.
Both versions will fit into a 90/110/130 using our conversion kit.

If you want Electronic Fuel Injection (EFI), the Holley Sniper is a good choice.
We will be working out the details for the Sniper as we did for the 292 conversions.

The other deciding factor was the accessibility to the engine and all the components.
Everything is within easy reach making for much shorter work intervals.
I timed changing a starter with hand tools which took 12 minutes.

With HEI and EFI, the only maintenance is changing the oil along with the rare wires, plugs, cap, rotor, and air filter renewals.

We will be offering kits as soon as they are manufactured.
As of the date of this post, we are waiting on the engine adapter castings to be machined, which hopefully won't take much longer.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #2 ·
Trial fit.
We picked up a running non-smoking Chevy 250 for $125 that the previous owner had removed from a Chevy Nova.
The engine is complete with the power steering pump and alternator.
This particular 110 is RHD.
The factory ancillary mounts clear the inner fender and frame, making a RHD conversion extremely simple.
We will be fabricating the prototype motor mounts over the weekend.
 

Attachments

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #5 · (Edited)
Just looked up the specs. "It developed 155 horsepower and 235 ft.-lbs. of torque." EFI should further improve that. Very close to the 3.5 RV8. Ideal for a LR
The key is at what RPM the power band comes in and with the Chevy pickup cam the 250 power band for max torque is at 1,600 RPM and the truck version is about 245 ft. lbs. of torque.
The other thing is the gearing.
The 3.5 uses the 1.4 Transfer case, while we recommend a 1.22 for the Chevy 250.

I wonder how the LT77s will handle it, even late ones.
You can tear up an LT77 with the stock engine if you try.
We used the heavy duty R380 Stumpy with the 292, so we'll have to see how the LT77 holds up to someone who is impressed with the quick performance.
Certainly the early suffix LT77 will be challenged by the Chevy inline 6.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #7 · (Edited)
Motor mounts prototyped and ready for the production metal fabrication shop.
Looks like the engine was meant to be under the hood of a Defender.
Engine fits nicely without any modifications.
With a RHD 4 cylinder frame, the stock Chevy 250 alternator and power steering fit just like they were made for this application.
We are working on the AC compressor bracket and the LHD alternator mount, but so far very promising.
The prototype running engines cost $125 and $50 respectively and both run fine and with GM HEI ignition and the Holley Sniper EFI are virtually maintenance free.
We are installing the GM/Chevy 250 in a 2 door RHD 110 with AC, so stay tuned as this conversion is simple and very very inexpensive.
 

Attachments

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #12 · (Edited)
People have different opinions on the 292 vs 250 vs 230, but JW is right the 292 puts out more torque than the 250 or 230.
With the Holley Sniper and HEI, the 292 is extremely smooth and has more than enough power to do anything you need it to do.
Under normal driving conditions, you cannot even hear the engine.
I have almost engaged the starter when the engine is running, it's that quiet.

Dropped the prototype mounts off to be manufactured today around lunch-time.
Will have a 110 this fall or winter with a 250 under the hood.
Feel confident that the 250 engine can easily pull a 1.22 transfer case.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #14 · (Edited)
There are a number of vendors that supply parts to boost performance if one wants to go in that direction.
The nice thing about the GM/Chevy six cylinder engines is the stock power output is more than sufficient and the petal response is instant.
No more pushing the accelerator to the floor and waiting 2 or more seconds for a turbo to finally spool up as you listen to a diesel clunking along.
With the inline 6 you get a very quick response as the 110 jumps forward.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #22 · (Edited)
What a clean install, Brian.
Great work and fantastic write-up.
As an early adopter of this conversion, it must feel really good to be able to complete it yourself, and have all your work be rewarding.
Am of the opinion that one reason we own this marque is because they are relatively easy to work on and adapt to our particular needs.

It will be so nice when all the kits are available for someone, even with limited experience, to have the joy and self reliance to pull out a lethargic engine and install the reliable GM / Chevy inline 6 cylinder engine.
Then you can keep up with highway traffic, tow a camp trailer, and have decent off road performance.

Am working on a similar install in a RHD 2 door 110.
Hope to have it on the road this fall or winter.
Am psyched up with enthusiasm...
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #33 · (Edited)
John:
What a clean install.
Looks fantastic!
Our Chevy powered 110 is a joy to drive and will bet that 109 pickup is just as much fun.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #34 · (Edited)
These engines are everywhere. Here's a few examples:
--------------------------------------------------------------------------------------
Used Chevy 250 in Paw Paw, WV for $150.

https://www.facebook.com/marketplace/item/676296356218940/

Ad says it ran fine.

--------------------------------------------------------------------------------------

Used Chevy 250 engine out of 72 c 10. Engine runs good. $350
Raphine, VA

https://www.facebook.com/marketplace/item/2204324159677361/

--------------------------------------------------------------------------------------

1978 Chevy 250 High Performance motor out of a truck for $300
With AC Compressor
Hickory, NC

https://www.facebook.com/marketplace/item/377894322863488/

--------------------------------------------------------------------------------------
1967 Chevy chevelle 250 6 cylinder engine. $100
Harrisburg, PA

https://www.facebook.com/marketplace/item/483132632240533/
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #36 · (Edited)
Why not just use a sbc at this size ?
The SBC failed the evaluation testing about 15 years ago.
Don't believe the SBC is an easy weekend conversion that can be carried out by a DIY novice with limited mechanical skills.
The SBC ancillaries could be more difficult clearance wise on the wider SBC engine.
A SBC will destroy most Rover gearboxes.
And finally, today, there are already V8 conversions available on the market.

The inline 6 engines are cheap and plentiful in the used marketplace and are a better fit.
It always happens no matter what the forum, the SBC conversion comes up, but is not a debate thread on which engine is best to install.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #44 · (Edited)
Finally have an estimated delivery date for the adapters and motor mounts for the first week in November.

For those of you tuning in for the first time, the adapter will bolt the GM/Chevy 230 or 250 inline 6 cylinder up to the short belhousing LT77 or R380 Stumpy Land Rover transmissions and the motor mounts will bolt onto the 230 or 250 engine and do a direct bolt-up to the existing 4 cylinder frame mounts.
This allows you to do a bolt-in weekend conversion without any cutting or welding.
The engines are cheap and plentiful.
We are installing a 250 that we bought locally for $125, in a RHD 110 .
The stock power steering and alternator mounts and assemblies clear the frame and fender-well making the conversion very easy.
The 1.22 transfer case is recommended.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #46 ·
My guess is with a 1.22 transfer case about 20 MPG.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #48 · (Edited)
There is no need for a turbo.
It has been done, but the engine has more than enough power without a turbo.
These engines will go much faster than you will want to drive the vehicle already and the response is instant.
At 850 RPM, I can idle up the steep ramp to the scales at the local metal recycler in first gear 2WD high range 1.22 transfer case towing a sanky laden with 2,100 lbs.
We've scrapped 26 4 and 5 cylinder diesel engines in the past 3 weeks and typically carry up to 6 at a time with various other scrap!
Feels great to clear out these perfectly good used under powered diesels.
No more waiting for a turbo to spool up while some jack ass rides your rear, you floor yjr Chevy inline 6 and they are small in the rear view mirror.
 

Attachments

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #49 · (Edited)
Kit updates:
Adapters are done, but still waiting on the dust shields.
If you have RHD with factory power steering and don't want AC, all you need is the adapter, dust shield, motor mounts, pilot bushing housing with bushing, and 153 tooth flywheel surfaced and drilled for the Land Rover clutch.

LHD alternator brackets and pulleys are still not done.

Kit pricing coming soon, but can't calculate it until all the pieces are finished.
.
.
.
 

Attachments

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #50 · (Edited)
Third picture above shows the adapters and 2 boxes filled with the metal motor mounts.
The metal motor mounts bolt directly to the Chevy 250 engine and go directly to the Land Rover frame mounts.

If you had a 2.25, 2.5 4 cylinder petrol or diesel (12, 19J, 200TDI) 4 cylinder, these mounts will bolt directly to your frame eliminating any fabrication work.
This kit will bolt-in.
Imagine 4.1 Liters making power under your hood...
.
.
.
 

Attachments

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #52 ·
Makes me want to get an old series just to do this conversion. Fantastic work.


Sent from my iPhone using Tapatalk
The engine is too long for a series.
This conversion is for a Defender.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #55 ·
Yes thanks.
For the Series IIA & III, we offer a GM 3.0 Liter 4 cylinder conversion.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #56 · (Edited)
If you have a Chevy 250 with the factory alternator and power steering pump setup, we now have all the parts except the adapter dust shields to mount a 250 in a RHD 90/110/130 without AC (provided you have the factory alternator and power steering pump setup).
If anyone that had been waiting on a conversion kit needs one now and will pay the shipping for the dust shield separately, I can ship you a RHD kit.

We are waiting on the following:
AC compressor bracket & aluminum bolt on pulley for the compressor belts
LHD alternator mount

I will be calculating the cost of the RHD kit later today.

You get the following in the RHD kit:
Metal motor mounts that bolt to a 4 cylinder pre-300TDI frame.
Engine Adapter - goes from the 250 to the Land Rover R380 Stumpy or short LT77
Adapter dust shield: (Not available now, but will be shipped separately when available)
Pilot bushing housing with Land Rover pilot bushing
Coolant outlet for thermostat housing

Not included at this time, but possible in the future by special order:
Engine, Radiator hoses, fan belts (but the instructions will provide the correct size), alternator, power steering pump, accelerator linkage, EFI manifolds and adapter for Holley sniper, flywheel drilled and tapped for the Land Rover clutch

THIS IS A DIY KIT!
There will be a terms and conditions form that must be signed before you can purchase a kit,

Pricing will NOT be published on this forum, but handled individually.
Prices are subject to change and I cannot get engaged in a well it use to be this, but now it's this and why the difference?
Prices are cost plus fixed fee.
That means they are based on manufacturing costs + a small percentage mark up which will never even begin to compensate me for all the time it takes to make this available.

Kit updates will be posted here.
I do NOT have the time to answer all the PMs asking when the other parts will be available and priced.
If you send me a PM asking asking when the other parts will be available and priced, it will not be answered.
I will be sending emails with a current price list.
The price list will be as of a specific date if not superseded by a newer specific date.
If you want to be added to the price list mailing group PM me your email address.
Anyone who publishes pricing publicly will be removed from the list.
I am saying kits are available, under forum rules I am not listing them for sale here under a for sale item.

Thanks for everyone's patience while this has been under development.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #59 · (Edited)
Working on the LHD, but will be able to ship later in the week, for those of you who have your own factory power steering pump and alternator mounts and don't need ours.
 

·
Premium Member
Joined
·
11,803 Posts
Discussion Starter · #61 · (Edited)
Today installed a 250 in a RHD 1988 2 door 110.

To get everything ready installed the pilot bushing and housing, installed the flywheel, adapter, R380 stumpy, and bolted a 1.22 LT230 on the back.

It took about an hour to install and the engine, transmission and transfer-case as a single unit and have the 4 motor mounts bolted to the frame.

We paid $125 for the engine and it had the factory power steering pump and alternator with all the mounting brackets.

==========================================================================
PMs sent to:
Santiago Montenegr
Parrie
amschnellsten
Tino.R

If you have RHD without AC, and have your own factory Power Steering, and Alternator with the mounts, then you need the following kit that includes:
RH Metal Motor Mount 4 Cyl Frame 230 250 Engines
LH Metal Motor Mount 4 Cyl Frame 230 250 Engines
Belhousing adapter, All Inline 6 Engines
Belhousing adapter dust shield, All Inline 6 Engines
Pilot Bushing, All Inline 6 Engines

Shipping is not included, but I will send you a total once everything is packed and you can send the shipping payment via paypal.

There is also a pre-purchase terms and conditions that needs to be signed before you can receive a kit.
I am still working on the installation guide.

Robert
 

Attachments

  • Like
Reactions: Santiago Montenegr
1 - 20 of 210 Posts
Top