New member here, from Northern California. I realize this is an old thread, but it's relevant to me as I'm in the process of swapping a 2.5 Di which has had turbo conversion done to it into my 1961 Land Rover SII 88. In fact, the engine I'm swapping in is the very one in these these pics posted by øldabe in Portland, Oregon. I wound up with the badly rusted remains of the rolling chassis a couple of years ago, the body of the SIII 109 that was on it originally was swapped onto a new chassis and repowered with a Chevy LS engine, and I got what was left over after it had sat in Sacramento, Ca. for several years.
I've encountered a few challenges along the way. I actually just set the engine in place for a test fitting two days ago. I suspect that the SIII it was originally installed in might have been a 6-cylinder model, as there doesn't seem to be quite as much room for the engine as it sits as there apparently was in the original conversion. Yes, it was RHD and mine is LHD so that accounts for some of it, but for example I had to remove the lift pump as there is simply no room for it, it fouls the tunnel. Is there any problem with running an electric lift pump? How much fuel pressure do I need from the lift pump?
Also, the modifications done to the original exhaust manifold to adapt the turbo were...interesting. The turbo mount was welded onto the manifold at the top, near the front while the original outlet at the bottom rear simply had the exhaust pipe capped and welded shut after the flange. I will need to cut this entire assembly off and weld in a patch as it fouls the bulkhead. I've looked at pics of the various manifolds used on this engine and there doesn't appear to be anything else that will bolt on that is suitable. As I see it, the original turbo manifold positions the turbo down below the manifold, and there simply isn't enough room for it on this vehicle so I'll need to stay with a high mount. But from what I've already read here, it appears I have another option which is flipping the manifold and mounting it upside-down with the bolt holes elongated, and then I would just have to cap off the added-on turbo mount and mount the turbo to the original outlet.
You can see from the pics above that the fabricated intake adapter on this thing is a bit of a bodge, I'm planning to clean it up but
I'm also wondering if there is anything to be gained by switching to a banana intake, or stock turbo intake. I believe the banana intake was good for an additional 7PS or so over the stock non-turbo intake, and from the long intake runners I'd assume that it adds some decent torque down low.
Also, it appears that the turbo used on the conversion was the same one used on the factory turbo engines. It seems to be pretty tiny, but I suppose that means it will spool up quickly. Since this was a N/A engine converted to turbo, would adding a larger turbo be too much for it to handle?
There are no sources of parts for these engines in the U.S. as they were never imported here, so I'll have to find some items over in England and have them shipped. I've looked at the Transitcenter.ie website and it appears that all of the used Mk3/4 parts I might need, such as the banana or turbo intakes, idler pulley under the fan clutch and crankshaft pulley are listed as not available. Hoping that some users here on the forum might have them.
by defi » Sun Mar 17, 2013 4:13 pm 
but he did mention land rover something something and it set us off...
always best to fill the filter when changing & same with the injection pump, dont think the factory bosch turbo had a lift pump ? know the used the early injectors (cav with 2 nut clamp) 
