Hello,

I am going to go for a Chevrolet LS 5.3 or LT 5.7 engine swap for RR Classic.
This was already my plan some years ago but then I went a different direction with a big block US-car.
Now it is the time to make this Range Rover-dream reality.

[the Chevrolet engines have plenty of power/torque but are still simple to maintain - and I have by far much more US-car-garages in my neighbourhood than Range Rover experts to assist...)


Currently I am searching for an RRC, built 1989-1994, and did already find some good ones. Due to the Corona Crisis it is not possible right now to travel Europe so I still need to wait a little longer...
In the meantime I am preparing the engine/transfer swap.

My questions so far:

If anybody has some experience with a LS/LT-engine swap:

- any preferences LS vs LT (with regard to a more easy/accurat fit) ?
- take a full Chevy-drivetrain (engine/transmission/distribution gear)
or connect the LS/LT engine with an originally Range Rover transmission
(which one? any Chevy-RRC-adapter available ?)
- custom made water cooler or any other recommendation?
- any recemmendation for new headers (that fit into the engine bay with the new Chevy-engine)?
- I think I need custom made propeller shafts
- any upgrade recommendation for front/rear-brakes (but no GBP 9.000,-- brakes) ?
- custome made engine-mountings or is there already a kit to order ?
- could you keep your AC or did you replace it with another AC to another location in the engine bay?
- did you take the Chevy ECU or an Universal ECU....
- the ABS-Brakes of the RRC are not linked to the main ECU, is this correct?
(would make it easier I suppose)


best regards


.

Can’t help with any of the technical details but a company in the UK called Overfinch used to make custom Range Rovers using Chevy V8 engines. It might be worth looking for an Overfinch Range Rover to buy, or if you’re determined to make your own, then maybe an Overfinch forum could be a useful source of info. Good luck with your project  2006MY 4.2 SC
BMW R1250 GSA Rallye TE
Triumph Tiger 1050 (sold)
1979 Pontiac Trans Am (sold)

Yes, I know. And I received an answer from Overfinch today (Sunday!!!).
Unfortunately they do not have any parts for the 570 model nor can give advice.
So, I will look for some other enthusiasts....and an Overfinch forum..

There are reasonably straightforward routes for an LS swap nowadays - easiest way is to buy a pull-out with engine/gearbox/ECU/accelerator pedal etc from the donor. Contact these people: https://rw-eng.com

Not sure if you've seen this, if not you may find it interesting -

http://www.range-rover-classic.com/Home/la...h-ltd---uk


I used to have a fully loaded Overfinch 570Tpi years ago and sold it for under £3k

If only I had known what it would be worth now...

I’ve owned two LS1 5.7 powered HSV Clubsports. The VT and VX based models.

Whilst clearly not Range Rovers, I’ve got 6 years of ownership experience with the LS1, both NA c.360bhp and blown with c.550bhp

I’ve heard of some issues with the early LS1’s, but from 1999 onwards they seem to be nigh on indestructible. My tip is to leave the internals stock. In fact for a RR Classic I’d be inclined to do very little at all, just some minor improvements to the air intake maybe.

I absolutely adore the LS1, it has so much character, almost as if it was alive. Sounds crazy I know! European manufacturers V8’s just seem soulless in comparison.

Send me a PM and I can put you in touch with a mechanic who knows the LS1 inside out and is a genuine enthusiastic as well.

ETA-I’ve got no knowledge at all of the 5.3, but they are actually the same engine, just with different bore and stroke.

Bolting that amount of hp and torque to a RR tranny will result in tears unless you have a very light right foot or don't use the power (what's the point in that??). So use a US tranny and find an adaptor for an LT230 which is probably the most robust LR T-case.

I would look at HD half shafts and CV's from Ashcroft Transmissions, and depending on how much power you end up with, uprated and possibly pegged differential internals too.

Goes without saying that the brakes might need some attention too, despite being really actually rather good in standard spec they were designed around 200hp not 400! Bish.

2005 110 TD5 CSW
2011 TDV8 Vogue SE (gone)

As above, there’s a solution to use a Gen IV/6L80 (or Gen V/8L90) with an LT230 that keeps everything in its original position.

I now finally located an original Schuler Voith Transfer Case from early 80ies combined with a TH350 transmission.


But I had a 3-speed transmission in my 1985 Jeep Grand Wagoneer:
A pain outside city-traffic because of it high RPMs = noise = stress = no fun

So I am going follow the route to go with a TH700r4 / Gen3/4L60 or GenIV/6L80 -- and maybe a LT230 Transfer case or will see.....…...don't know the space-restrictions right now.


My first research resulted in only "individuell-/custom-"made adaptors to mate the LT230 to a GM Transmission.
No "commercial" offer where to order from has been found so far…


But not only thanks to Corona this will be a longer lasting project....

Thanks Trommel for the additional PM Information
This will solve the Problems...