Land Rover Perkins Prima Engine Conversion

TDi and N/A engines have some fundamental differences, mechanical as well as fueling. The major mechanical ones being compression ratio and piston cooling. The injection pump is tuned to suit the type of engine and expected use, so I would expect an engine from a car to be set up with the flexibility required. There are ancillary differences between engines, the most obvious being different water and oil pumps on van engines. Sumps from cars have smaller capacity than vans. TDi engines have a different breather system with two hoses to the sump.
If you want a TDi get one rather than getting a N/A engine and retrofitting the turbo, which is most likely going to be more trouble than buying a turbo engine. If you are using a N/A engine you will need to change some ancillaries to fit it, unless it’s from a Maestro (the Maestro uses the Montego ancillaries).
Multistage and single stage injection3 . In ˜1990 they changed the injectors to lower the noise and emissions. I have seen specifications claiming higher and some claiming lower power output’s with the two stage injectors. I wouldn’t worry which ones you get. There are other differences between the engines fitted with the multistage injectors.
EGR, exhaust gas recirculation, This is an emission control system that allows exhaust gas to be recirculated to lower combustion temperatures, reducing NOx emissions. You can remove or disable the unit. Or even leave it as installed and working[what a novel idea]. If you remove the control gear the valve will stay shut. If you remove the EGR you will need to block the holes in the manifolds. The EGR control is located on the bracket with the glow plug relay. Stopping EGR function will not affect your engine it should improve it.
Engine Problems Mileage and Stuff
The engine is said to have a service life in excess of 300,000 miles so don’t shy away from hi-mile engines just because of the mileage. The most common problem with these engines is the head-gasket, but a new head-gasket usually cures it. the head gasket go around the end cylinders at the left hand side of the block, the gaskets corrode and then blow. It’s not uncommon to see the head corroded so there isn’t enough material around the water way to support the fire ring, this can be easily fixed by building the area up with weld and any shop that does heads should be able to do it. Unless you have absolute proof of when the cambelt was changed assume it needs changing, I outline how to replace it in A.2. You will find the Haynes book of Lies about rover diesel engines in most public libraries, this book will have wiring diagrams and other stuff that will be handy to know.

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