Rover P6 Diesel Convertible.

That's quite intelligent - and not a million miles from the French version:



Chris
 

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I think it says in the other thread that it's a 2 1/4 ltr? In which case I would have thought it more likely to be a Land Rover diesel. In which case - Oh Dear! I actually quite like the idea of a diesel P6. I think a good modern diesel would suit the character of the car well if it was done competently. I've had a hankering after putting a Land Rover TD5 2.5 ltr 5 cylinder in. Mainly because it has Solihull pedigree (even if it did start out as a Perkins Prima, it was developed into the 5 cyl by Solihull) and the fact that there is form for a 5 cylinder 2.5 ltr P6. That's what Rover were working on when the V8 landed in Solihull.

I could see the installation being a tad tricky though. As I understand it, the great advance in diesel refinement has come about through raising the level of the engine mounts so that the wobble axis on the mounts coincides with the 2ndry vibration axis of the engine. That's going to be difficult in a P6 engine bay, because of the lack of structure forwad of the bulkhead and especially in the bonnet shut panel area.

Chris
 
the 5 cylinder might be nice, but i'd have thought the 2 litre l series was the easiest one to do. If our friend Mr SOwen can get the Mseries in, this is going to fit with the same gearbox and be short enough to fit.
 
eithers fine :) Interestingly from a phschological viewpoint, the one in the lounge starts as a critique of the car, the one in spotted starts as a spot :)
 
rockdemon said:
the 5 cylinder might be nice, but i'd have thought the 2 litre l series was the easiest one to do. If our friend Mr SOwen can get the Mseries in, this is going to fit with the same gearbox and be short enough to fit.
Click to expand...

But if you start with the V8 base unit with the radiator already pushed well forward I'm pretty sure there's be enough length. Nd you could have an Auto with the infamous ZF on the back c/o a Disco. :D

Chris
 
yep the lseries is the td4 isnt it? ( that was a great engine in my 600... really revvy for a diesel. much better than the pugs and fords....)
 
rockdemon said:
eithers fine :) Interestingly from a phschological viewpoint, the one in the lounge starts as a critique of the car, the one in spotted starts as a spot :)
Click to expand...

There's a few of us here with psychology problems.

And whaddya mean "infamous" ZF, Chris? Installation is nearing completion. Soon it will be the famous ZF. If it works. If it detonates upon the first attempt to select D (a strong possibility when you consider that I rebuilt the box myself) then it will quickly become infamous.
 
Lots of things get called TD4's, Rich. The one that immediately springs to mind is the Freelander TD4, which is a BMW diesel on the series 2's and a Ford in the series 3's.

I think you mean a Tdi, either Tdi 200 or Td1300 which are the Land Rover direct injection 2.5 4's. They are derived from the P4 80 engine. In turn derived from the very original LR diesels.

Chris
 
chrisyork said:
I think it says in the other thread that it's a 2 1/4 ltr? In which case I would have thought it more likely to be a Land Rover diesel. In which case - Oh Dear! I actually quite like the idea of a diesel P6. I think a good modern diesel would suit the character of the car well if it was done competently. I've had a hankering after putting a Land Rover TD5 2.5 ltr 5 cylinder in. Mainly because it has Solihull pedigree (even if it did start out as a Perkins Prima, it was developed into the 5 cyl by Solihull) and the fact that there is form for a 5 cylinder 2.5 ltr P6. That's what Rover were working on when the V8 landed in Solihull.

I could see the installation being a tad tricky though. As I understand it, the great advance in diesel refinement has come about through raising the level of the engine mounts so that the wobble axis on the mounts coincides with the 2ndry vibration axis of the engine. That's going to be difficult in a P6 engine bay, because of the lack of structure forwad of the bulkhead and especially in the bonnet shut panel area.

Chris
Click to expand...

The old Land Rover 2.25 and 2.5 family of diesels I would say are simply too heavy, even the later tdi's with alloy heads weigh a lot. Not sure on how much the TD5 weighs, not had the pleasure of dragging one across the floor yet, but I'd imagine they still carry a fair weight to them. Size wise, they probably take up a similar amount of space to the original Rover 2000/2200 series of engines, the extra cylinder taking up the space that the water pump and fan would otherwise have filled, and the sump steps up at the front like the v8 :wink: . The only issues with them off the top of my head would be the ECU and the long bellhousings. Neither are impossible to get around, but not easy.

rockdemon said:
the 5 cylinder might be nice, but i'd have thought the 2 litre l series was the easiest one to do. If our friend Mr SOwen can get the Mseries in, this is going to fit with the same gearbox and be short enough to fit.
Click to expand...

The L-series has the injection pump driven off the back of the head, adding length to the wrong part of the engine. The oil filter hangs right out the front, though I have seen a modified pump that had the filter mount removed, and a remote filter plumbed in via the cast in oil cooler ports in the pump body. The Perkins Prima had the injection pump driven off the front, but they are far more difficult to get hold of now.
 
chrisyork said:
Lots of things get called TD4's, Rich. The one that immediately springs to mind is the Freelander TD4, which is a BMW diesel on the series 2's and a Ford in the series 3's.

I think you mean a Tdi, either Tdi 200 or Td1300 which are the Land Rover direct injection 2.5 4's. They are derived from the P4 80 engine. In turn derived from the very original LR diesels.

Chris
Click to expand...

With risk of taking this further off topic, I thought the Land Rover 2.25 petrol/diesel series of engines were based on a 2.0 Rover engine, can't remember which one exactly but it may have been their first diesel in the Land Rover series 1. Was the 2.25 originally developed for the P4 as the 80 or was it just another engine that found it's way in?
 
The Land Rover 2.25 four was a new engine developed just for Land Rovers and designed to have both a petrol and a diesel version.
They dropped this engine into the P4 in order to create a cheaper entry model.

However, the IOE 1.6 and 2.0 litre engines used on Series 1s and early Series 2s Land Rovers were indeed lifted from the P4 range.
The original Freelander IIRC before the BMW diesel, used the L series diesel.
 
Forgive me if I'm missing the point here, but why would anybody want to put a diesel lump in a P6, least of all a convertible one? Most people who run a P6 only do so for pleasure and not everyday use. If you want an oil burner for the daily commute, there's plenty to choose from out there.

I used to drive P6B's day in day out years ago, but obviously, fuel costing what it does these days, this can be prohibitively expensive. I would have thought LPG would be a good alternative and at the same time, not ruin the character of the cars.

Enjoying the cars as Rover intended is surely what it's all about, isn't it?
 
There's no accounting for folk. Or is it taste? Maybe it's both. Couldn't think of anything worse, personally. It's the V8 throb that makes the P6 for me, which is why I own a B and drive it sparingly (during the rare periods when it's on the road... :oops:)
 
Hi Red

Well in part I agree. But I do run my P6B as my only daily driver. For me it makes economic sense. Free tax, very cheap insurance, and because I drive very low miles now that I'm retired, acceptable fuel costs. I can't replicate that combination any other way (except perhaps with an Austin A40 or similar - no thanks!).

As to why a diesel in a P6? well the power delivery characteristics of the V8 are quite similar to a good modern diesel. Power range 1,500 rpm to 4,500, major on torque before power, need I say more? With a good modern diesel, given multi cylinder smoothness and some decent sound insulation, you might be pushed to tell the difference! Obvious candidates are the V6 VW/Audi diesels, the Volvo/Ford and LR 5 pots and The Jag V6.

Plus, of course, I just like the engineering challenge of it.

Chris
 
theres also the thing of if you're going to put a modern engine into a car because its original is gone or beyond repair, why not choose economy :)
 
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