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Engine Swaps using GM and Ford Engines

Ford 5.0 V8 Swap:
Dave Brown investigated using a Ford 5.0 HO engine from a '90 Mustang, with 220 hp and 300 ft lbs of torque (roughly matching the specs of a 1999 & up 4.6 engine). An adapter kit was available from Sierra Motorsports. Another choice was rebuilding his 3.5 with a Buick 300 crank, boring and stroking it to around 278 cubic inches, but Dave had reservations about the major machining and adding a 35+ year old crank to the motor. He eventually opted for a Rover V8 swap using a 4.6 block (see details here).

GM V6 Swap:
John Cassidy installed a 4.3 liter Chevy V6 Vortec engine in his 1987 Range Rover; this mill is more compact and, with some minor modifications, produces significantly more power and torque (211 hp @ 4500 rpm and 327 lb ft @ 2000 rpm) than the 3.5 it replaced. Whereas a small block V8 weighs about 200 lbs more than the Rover V8, the V6 is only about 100 lbs more. However a lot of work was involved, and at last report the bugs were still being worked out.

GM V8 Swaps:
These are the most common swaps into Range Rovers. Dave Brown offers the following thoughts to those considering a Chevy 350 (or any non-Rover engine). You will need an adapter to mate the engine and trans, or if you replace with a GM engine AND trans combo, then you'll need an adapter between the trans and x-case. (See the Marks 4WD Adaptors and Advance Adapters web pages for info). If you go to a different trans, you will want to consider the trans gear ratios. The GM TH400 is a strong unit, but may not have the proper ratios to move your Rover. (It also has no OD). The GM 700R (?) trans is reputed to have heat problems (which no doubt can be corrected at some expense), but has OD. Then there's the matter of an engine management system (EFI computer). Aftermarket are available at semi-reasonable costs. Or maybe you can use a GM unit. If your state/country allows carburetors then you have that much less to worry about.

You will also have to contend with the water hose locations relative to the radiator and heater box, fan clutch and shroud spacing, exhaust, AC hoses, power steering pump/box hoses, oil and temp gauges, (just add aftermarket units!) motor mounts, oil pan configuration (clears front axle), oil filter location, starter motor/flywheel contact and mounting, additional weight of the iron block and heads engine, etc.

Best bet would be to source a complete motor (fan-to-flywheel, oil-pan-to-plenum) with all ancillaries. GM sells a "crate motor" that is complete like this (Go for the high performance one!!!). You may need to use a Blazer/Tahoe oil pan to get front differential clearance. (Wrecking yard.) Caution, different oil pan may require a different oil pump pickup tube.

Another consideration is the extra 200 lbs weight of a cast iron V8 compared with the Rover aluminum engine; however this could be ameliorated by using a Corvette aluminum V8. Four Wheeler magazine ran an article on a Corvette-engined RR sometime around 1993.


Overfinch in the UK used to perform these Corvette conversions professionally and sell the resulting vehicles with other upgrades including suspension modifications as a package. During the production life of the 4.0/4.6 models, Overfinch also converted these with the same 5.7 litre Corvette engine, sold as the "570 HSE".

One owner, John, feels the transmission problems inherent in these conversions should be emphasized. He had an Overfinch conversion of a classic with a 5.7 Corvette engine. "For the cost you would assume it had been done as well as possible and Overfinch had a lot of experience but by the time I sold the car at approx 65000 miles it had got through 6 transmissions!! When I looked through its early history it had originally had 700R box but after blowing 2 up in under 20k was fitted with beefed up stock ZF which it continued to chew up on a regular basis. Oddly the transfer case never gave any trouble.Although the car was very quick for a 4*4 the fact you couldnt rely on it to get you home made it a toy rather than a proper tool."


We do not want to scare potential converters off -- it's an interesting project, but don't go into it lightly. Look at the Advanced Adapters web page, and Marks Adaptors, and seek experience from the UK or Australia, or some place with a lot of Rovers and Chevys. (Overfinch, in the UK, does these conversions commercially).

If anyone has experience in these or other conversions, please keep track of your findings and email me so we can share your experience with other "Rover nuts"!

Я встречал, кажется, на сайте www.rangerovers.net Пегасы с 8-цилиндровыми GM-скими движками из Штатов. Там ети замены в случаях со сдохшими бензиновыми сердцами самое обычное дело. Двиг-то Штатовский по рождению, плюс коробан тоже GM, если не ошибаюсь....