Below is a comparison of gear ratios for a 200tdi Defender with common Series configurations
Series gearboxes are stronger and under less stress when in fourth gear, so fourth and fourth overdrive are the gearbox's strongest gears. The D suffix and newer Series gearboxes have stronger shafts than C suffix and lower gearboxes (no clip groves) and the Roverdrive is the strongest of the overdrives made to fit a Series transfercase. The LT77S is a stronger 5 speed than the LT77 and the series gearboxes. The LT77's bell housing is longer than the Series bell housing and the gearbox is longer making it a poor fit into an 88 (very short rear propshaft). Also don't forget that the LT77's and LT230 ratios that were supplied with North American spec V8 Defenders and Discoverys are quite different and taller than the ratios the 200tdi seem to prefer.
The Land Rover 2.5L diesel 9.5” clutch pressure plate (part # 571228) and friction plate (part # FRC2297) will bolt straight on to the 200TDI flywheel and mate with the series II/IIA gearbox.
Steering box clearance:
The stock LHD steering box location is a problem. The turbo is very close with a Defender intake manifold and it is in the way with a Discovery intake manifold. The conversion to a 200tdi would be an excellent time to convert a Series Land Rover to power steering.
Front differential clearance:
The front differential can come in contact to the 200 tdi crank pulley during off road situations where the axle is pushed up to the bump stops. Military bump stop extensions should prevent this from ever happening. Tired flat springs exacerbate the problem so make sure you have good springs up front with proper arch. If you have an 88 consider using standard 109 spring shackles (not military). Standard 109 spring shackles are about a half inch longer than standard 88 spring shackles.
Discovery exhaust manifold and the frame:
Non turbocharged 200Di conversion
Richard at Glencoyne Enginnering makes a good case for installing a 200tdi engine without the turbo. A good engine with burned out turbo out of a Discovery is much cheaper. The engine is under less streass so will last loger. It gets even better fuel milage than the turbo version and without a turbo. A 200Di has about 75-80 hp, slightly more than a healthy 2.25L petrol engine, only with a lot more bottom end torque. Richard's test 88 conversion gets 35 UK MPG ( 29 USMPG) on the open highway.
Exhaust system by Mark Rumsey
Turbo engines do not like backpressue at all. Not only does it sap power in the usual way restrictive exhausts do, it also causes the turbo to come on boost later and deliver lower boost pressures. I think you will find the TDi will perform pretty poorly and be comparatively thirsty if you try and run it through a standard exhaust. Even when you're not using the full output, if the turbo is producing boost the engine could be shifting about half as much exhaust gas again as a normally aspirated engine (at full boost it could be shifting twice what an N/A engine produces) and will feel seriously bunged up. There is also the potential problem of higher exhaust port and valve temperatures as the engine is having to work harder to get rid of the gas and the gas will be hanging around inside the engine longer. If you can't afford a full system at the moment I would suggest as a minimum getting hold of a TDi, V8 or even a 6 cylinder silencer from somewhere and work that in somewhere in place of the standard silencer even if you can't go as far as fitting the larger diameter pipe.
I've been told that a Series thermostat housing can be used on a 200tdi engine allowing a heavy duty Series radiator to be used along with an intercooler and an oil cooler. Either way, the 200tdi is easily damaged through overheating and care should be taken when designing a cooling system for the engine. Because of this you need to monitor the engine temperature. It you want to reuse your old electric temperature gauge you have two choices. One is that the green top 300tdi sending unit ( part # AMR1425) is can be used instead of the 200tdi sender, which is way off. The 300tdi sender unit is not an exact match for the gauge but it is close enough for you to get a good idea of what is going on. You other option is to cut a cooling hose and insert a metal 'T' with a pipe fitting threaded hole and use a stock Series sending unit. If you have a gauge hole free you can always buy an electric temp. gauge with a metric threaded sending unit.
A BIG concern should be parts:
Cylinder heads (LR # RTC6896)
Normal consumable part supplies are OK but no one has made any attempt to produce replacements to major components since owners would normally be expected to swap in a 300tdi engine, which is harder to fit into a Series Land Rover.
Reports from actual 200tdi into Series Land Rover conversions:
Conversion writeups on other sites:
If you would like to discuss any of the contents, or just say hi, please feel free to .
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