norseman
Well-Known Member
- Posts
- 3,279
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- Essex - UK
As someone who has owned both 2.25 & 2.6L 109s' I can summarise the differences.
The 2625cc 6 pot is effectively a short stroke P5 engine & was fitted to the P4 Rover 100. It is smoother than the 2.25, has a lovely exhaust note & develops it's peak torque at only 1500 rpm ... making it ideal for off road use. It is however a heavy lump with an appetite for both fuel & oil. The exhaust tappets (IOE engine) are a PITA to adjust & if the engine develops a miss-fire when reaching running temperature it could well be caused by these valve clearances closing up in service.
In the latter days of production these engines gained a strange arrangement of air cooling for the valves, but mine was from an earlier year.
Now if you really want to benefit from these beasts find yourself a late P5 (3 ltr.) engine & just drop it in as the block is the same as the 2.6L with the engine mounts & exhaust lining up, though you do need a 2.25 diesel clutch & a few minor mods. concerning the SU carb air intake & alternator/dynamo mounts. Power goes up considerably, allowing for easy motorway cruising at the legal limit with little difference in fuel consumption. Brakes shouldn't be a problem as the 6 pot chassis uses the same front brakes as the later Stage One V8.
The 2625cc 6 pot is effectively a short stroke P5 engine & was fitted to the P4 Rover 100. It is smoother than the 2.25, has a lovely exhaust note & develops it's peak torque at only 1500 rpm ... making it ideal for off road use. It is however a heavy lump with an appetite for both fuel & oil. The exhaust tappets (IOE engine) are a PITA to adjust & if the engine develops a miss-fire when reaching running temperature it could well be caused by these valve clearances closing up in service.
In the latter days of production these engines gained a strange arrangement of air cooling for the valves, but mine was from an earlier year.
Now if you really want to benefit from these beasts find yourself a late P5 (3 ltr.) engine & just drop it in as the block is the same as the 2.6L with the engine mounts & exhaust lining up, though you do need a 2.25 diesel clutch & a few minor mods. concerning the SU carb air intake & alternator/dynamo mounts. Power goes up considerably, allowing for easy motorway cruising at the legal limit with little difference in fuel consumption. Brakes shouldn't be a problem as the 6 pot chassis uses the same front brakes as the later Stage One V8.
