DD and I are going to have a stab at a Toyota engine Hippo. Any inupt would be cool.

I though so. I really wish I could find the bloody power curves for it so I can see what kind of torque you get at low revs!!

See my link

The standard T series makes 138ft at 4000 rpm with 120 available after 2200 iirc.
The standard Turbo makes around 170 ftlb from 2000 rpm.
The V6 Freelander engine makes 177ftlb 4000 with 145 available from 2500 rpm.

Nodge68 said:

The standard T series makes 138ft at 4000 rpm with 120 available after 2200 iirc.
The standard Turbo makes around 170 ftlb from 2000 rpm.
The V6 Freelander engine makes 177ftlb 4000 with 145 available from 2500 rpm.

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So unless I'm grossly mistaken it's going to be quite a bit smoother than the V6! 2000 RPM is crazy low for that much torque!

If you are considering the T-series conversion, you might to have a look at the pics below courtesy of G13SJC

He fitted a T-series engine and bell housing to a 2wd Rover, using Freelander 1 gearbox internals.

IIRC he said the IRD would not be easily matched to the T-series box, but I'm sure it's possible?

HTH

WLJayne said:

So unless I'm grossly mistaken it's going to be quite a bit smoother than the V6! 2000 RPM is crazy low for that much torque!

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Smoother is probably the wrong word. The V6 is super smooth. The torque delivery on the T turbo is nice and flat. Basically if you are at 65 mph in 5th and floor it, it won't be very long before you a driving at licence loosing speeds
My V6 goes from 60 to 80 in a few seconds.

Northern Irelander said:

If you are considering the T-series conversion, you might to have a look at the pics below courtesy of G13SJC

He fitted a T-series engine and bell housing to a 2wd Rover, using Freelander 1 gearbox internals.

IIRC he said the IRD would not be easily matched to the T-series box, but I'm sure it's possible?

HTH

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If you're using an L series freelander gearbox, surely the IRD will just bolt back where it was originally? The only issue then is whether the T series sump clears the IRD bracket and how you can go about bolting it to the sump.

Nodge68 said:

Smoother is probably the wrong word. The V6 is super smooth. The torque delivery on the T turbo is nice and flat. Basically if you are at 65 mph in 5th and floor it, it won't be very long before you a driving at licence loosing speeds
My V6 goes from 60 to 80 in a few seconds.

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Yes perhaps not smooth but certainly you won't have to change down into 4th at 60 to overtake nicely .

my 220T would accelerate in 3rd like it was in the air 60-100 very quickly. i bottled it at 130 (thought of front tyre blow out) .

the 220T was renowned for torque steer tho

WLJayne said:

If you're using an L series freelander gearbox, surely the IRD will just bolt back where it was originally? The only issue then is whether the T series sump clears the IRD bracket and how you can go about bolting it to the sump.



Yes perhaps not smooth but certainly you won't have to change down into 4th at 60 to overtake nicely .

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Ok so looking at both bells. The bell on the left is the T series or KV6 bell.
The bell on the right looks like a 1.8 bell. Now the grey area is, did LR use a different L series engine to gearbox adapter plate than the Rover L series adapter plate. The Rover L series takes the T series box iirc. The awkward bit would come if the the L series box is a beefed up 1.8 box. In this case a box adapter plate with need to be made. 10 mm steel plate would work for this but it would need to be reasonably accurately made.
IRD should clear the block as it's no wider than the KV6 at the sump.

So the Toyota idea has been binned in favour of the T series then? It does seem to make a bit more sense in some ways more stuff will be plug 'n' play.

The Mad Hat Man said:

my 220T would accelerate in 3rd like it was in the air 60-100 very quickly. i bottled it at 130 (thought of front tyre blow out) .

the 220T was renowned for torque steer tho

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A lot of the torque steer stems from unequal driveshaft lengths. Something that the freelander doesn't have an issue with due to the IRD effectively shortening the offside driveshaft.

ZDomZ said:

A lot of the torque steer stems from unequal driveshaft lengths. Something that the freelander doesn't have an issue with due to the IRD effectively shortening the offside driveshaft.

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That and suspension design. The ZS180 doesn't suffer much torque steer even with 180 ftlb of torque. It uses equal length drive shafts. The ZS 120 suffers no more torque steer. It has drive shafts that are very different in length but does give away 60 ftlb of torque!!

Nodge68 said:

Ok so looking at both bells. The bell on the left is the T series or KV6 bell.
The bell on the right looks like a 1.8 bell. Now the grey area is, did LR use a different L series engine to gearbox adapter plate than the Rover L series adapter plate. The Rover L series takes the T series box iirc. The awkward bit would come if the the L series box is a beefed up 1.8 box. In this case a box adapter plate with need to be made. 10 mm steel plate would work for this but it would need to be reasonably accurately made.
IRD should clear the block as it's no wider than the KV6 at the sump.

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I've seen an L series box bolted onto a KV6 in a comp safari build. I think it needed a custom shaft though. The truck belongs to Owl, he might know a thing or two.

ZDomZ said:

So the Toyota idea has been binned in favour of the T series then? It does seem to make a bit more sense in some ways more stuff will be plug 'n' play.

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Yeh mate it just souds like it's less hassle and the T is a nice lump .

WLJayne said:

I've seen an L series box bolted onto a KV6 in a comp safari build. I think it needed a custom shaft though. The truck belongs to Owl, he might know a thing or two.


Yeh mate it just souds like it's less hassle and the T is a nice lump .

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I've got a feeling Owl used a ZS180 box with a Freelander final drive fitted as it's not a diff. He needed to drive front and back axles from the box. He has done a very good job from what I've seen.
He has opted for a 250 BHP KV6 as he isn't allowed blown power.
T series is the way to go once you get over the gearbox problems.

The Mad Hat Man said:

220 turbos dont have gearbox probs that i have heard of.

speak to the doctor . give him my regards.

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Not sure if the 620ti & 820ti use the same gearbox as the 220 turbo coupe, but from my experience of owning one the gearbox was the strongest part of the car! Coped with full stage1 kit & organic fast road clutch easily. Still put out 312bhp at the wheels once the Subaru dump valve was replaced with the rover waste gate mod.

I can get hands on a Rover 620 Turbo with manual transmission.
Will the bellhouse from this tranny fit the FL1 tranny?

I think yu have to use the L series bell housing and input gear.

Well me and DD are now renting a nice big workshop that we can easily fit four Landy's in. So all that's left is to work out who's Hippo gets done first .

royturbodiesel said:

I can get hands on a Rover 620 Turbo with manual transmission.
Will the bellhouse from this tranny fit the FL1 tranny?

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Yes and no. Yes if you are wanting a front wheel drive Freelander.
No if you are going to keep the 4 wheel drive.
The bell housing is generally part of the gearbox casing, although some early boxes were separate. The problem comes from the Freelander's IRD. The standard PG1 box doesn't have the necessary mounting lugs to carry the IRD. This means using a Freelander PG1 bell housing. There is an idea that the L series PG1 box should fit the T series engine but I don't know if anyone has actually tried it. In a Rover car the T series and L series share the same bell pattern but I don't know about the Freelander box.

WLJayne said:

Well me and DD are now renting a nice big workshop that we can easily fit four Landy's in. So all that's left is to work out who's Hippo gets done first .

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You, sir, are a grade 1 #### for being able to have one of them!