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TDing a Series II

Photo-How2 by Stuart Cane covering the installation of a 90's Turbo diesel in his Series II

For those of you who are interested, here are the photographs charting my recent TD conversion.

Original 2.25 petrol only covered 80,000 miles...........but poor economy and recent starting problems encouraged a conversion to diesel.



2.5TD from 1990 90 was a bargain at 150, and had recently been rebuilt by Richard Turner




Engine change is much easier if the front end is completely removed..................



 

Far more access to all ancillaries, mounts, bell housing etc, as well as a good opportunity to check chassis and bulkhead condition




Though removing floor panels and transmission tunnel proved slightly more awkward; the noisy spanner was required




Crane in position, bell housing bolts removed, ready to come out.....




And out she comes.........



Chassis and bulkhead ok, now is the time to examine clutch release bearing, and modify battery tray to compensate for diesel's timing case




Clutch plates swapped over, 2A friction plate on right, 90 on left. 90 clutch cover is re-used, as it matches flywheel...


Battery tray chopped, nearly ready for trial fitting....


But first decided to make use of available access, throttle cable required bracket to be made, linking up to original bell crank on Series pedal shaft...


Diesel engine drops in for trial fitting, drivers side engine mount fouls bottom of fuel pump, so modded engine mount required....


Though this mount was later shortened and welded together, as it fouled front axle casing


Bespoke external oil cooler required, as Series radiator is used. This is a 13-row oil cooler as fitted to MGB's...


Rain stops play.......original air filter assembly used, coupled to turbo inlet with elbow from carburettor. This was later changed, as it was found to be very restrictive.


Engine in and ancilliary items connected. Wiring, fuel system and heater pipework required little modification. Exhaust system fabricated using 90 rear section; 2.25 system looked too narrow to ensure good flow from turbo engine. Unsure as regards the legality of a side-exit exhaust.......


Front panel and radiator back on. Series top thernostat housing bolts straight on to 2.5 block, allowing use of original hoses. Coolant in, started and running.


A few finishing touches under the bonnet, and all is well. Final reassembly took part after test-drive.

I regret that I did not take photographs of the more detailed parts of the conversion, namely fuel and electrical systems; however these things tend to be easily overcome during an engine swap.

After driving converted vehicle for a few weeks, it has become apparent that gearing is now too low. A pair of RR diffs should sort things out.

There were many nasty vibrations after the conversion, these have now been ironed out, namely incorrect mounting rubbers for engine (Series ones work fine) and exhaust not being correctly hung.

Any engine conversion often requires a "bedding in" period, to allow all converted parts to settle in their new roles.

Thanks,
TS

 

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