So in terms of nuts and bolts this all sound rather plausible, so why the fook has no one done it? I suppose most get the hump and get rid long before they think about it. What about looms etc? Will the MEMS3 ECU run the 220 injectors?
 
peeps have done it - just not on here.


if yu do go 220T make sure yu get ecu & engine loom. be on the safe side ;)

if yu go skyline - let me know ;)
 
**** there was my mistake 261+ isnt enough aim for 300-500 bhp
 
WLJayne said:
So in terms of nuts and bolts this all sound rather plausible, so why the fook has no one done it? I suppose most get the hump and get rid long before they think about it. What about looms etc? Will the MEMS3 ECU run the 220 injectors?
Click to expand...

It's very doable. A T series MG ZS is a common and good conversion. A T powered Freelander should be good too. MEMS will run the T series lump if you do a NA conversion. If you go down the turbo route things get more complex as you would need the turbo ECU which likely won't speak to the ABS ECU.
The T series will make 180bhp NA with mods. Much more than that and you risk gearbox/ IRD damage.
 
Long term the PG1 will will take 180 ftlb of torque. Don't forget the Freelander has better traction than a FWD Rover and weighs more. Both these would require a torque limit of around 180 ftlb for reliability but that is more than enough to give you hot hatch pace ;)
 
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Doesn't the IRD reduce the immediate torque seen by the gearbox aswell? I think 170ftlb is plenty and you'll have lots of power whenever you want it!
 
WLJayne said:
Doesn't the IRD reduce the immediate torque seen by the gearbox aswell? I think 170ftlb is plenty and you'll have lots of power whenever you want it!
Click to expand...

The IRD gearing multiplies the torque output of the gearbox. However the Freelander has larger wheels than a Rover car, this effectively cancels out the torque multiplication. The gearbox will see whatever the engine makes. The standard L series box is fine long term with 180 ftlb going though it.
 
The Mad Hat Man said:
peeps have done it - just not on here.


if yu do go 220T make sure yu get ecu & engine loom. be on the safe side ;)

if yu go skyline - let me know ;)
Click to expand...

If you got the 2L engine from a Disco (was that a T series Turbo?) would the electronics be more likely to be compatible?

I think they use the same WEBASHKO (or what ever it is) ABS units.
 
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I am pretty sure you read this, but this guy has done the modification. He said he also uses a Freelander V6 IRD instead of the 1.8:

Can i install IRD from 2.5l v6 in a 1.8l freelander? - Australian Land Rover Owners

I think this is the same guy:
http://www.landyzone.co.uk/lz/f9/can-i-install-ird-2-5l-v6-1-8l-freelander-220935.html

Some details in there:

lazmuler said:
The modification is tricky and extensive but if you know what you're doing, here's my setup. On the freelander side there's not much meddling since you want to retain everything as stock.

Mechanically, the tricky part is getting the engine and gearbox to be perfectly centered since the two will obviously not match, when doing the adapter plate take that into consideration. The flywheel from the k-series engine had the holes filled in then drilled to match the toyota crank. That way the original clutch setup and starter on the gearbox side were retained.

The intake assembly with the throttle position sensor and butterfly from the K-series were used. The Idle Air Control Valve was fitted between the intake and butterfly assembly. A hole was drilled on the intake for the MAP sensor.

On the toyota engine the sensors from the k-series engine were fitted/ replaced the toyota sensors, namely - Oil pressure, Oil temperature, Engine coolant temperature, Camshaft position sensor (CMP), Crankshaft position sensor (CKP).

Since the toyota engine does not have a CMP sensor, a half-cylindrical shape reluctor was added to the exhaust camshaft and a hole was drilled on the right side of the cylinder head to pick the signal. Finally, the CKP sensor was installed on the rear side on the block on the flywheel side to pick the signal from the flywheel for ignition timing.

With the hard part over, the k-series fuel injectors were machined to fit into the toyota fuel rail and the toyota ignition coils were also replaced. With this setup the ECM reads the the sensors and controls the engine exactly the same way it would with the original 1.8l k-series engine.
Click to expand...
 
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