Tembo goes turbo...

Well, I have finally broken down and decided to upgrade Tembo's military 2.5 n/a diesel to a 200 Tdi. I love the 2.5 lump and will keep it around for a possible future Lightweight project, but need the extra horsepower in Tembo. I have been plotting some more long range travels in the coming years and highway driving at speed in the 2.5 n/a just is not the most practical. In the shorter term, just having the power to pull a trailer would be appreciated.

I bought an old Defender version of the 200 Tdi and it is off being fully rebuilt. Once done and I figure out how to mount the new rad and intercooler in Tembo's 'series' front end, will have a experienced shop do the install. Of course, when you upgrade the engine, you need a bigger bore exhaust, better ratios in the transfer case....so will be quite a project. But since I plan on keeping Tembo as my overlander until I shuffle off this mortal coil, I figure it is a worthwhile investment.

The Defender is dead, long live the Defender!

It will see you to the end, because you will keep it serviced to the good, 
 next time you go to Morocco I reckon you should paint it pink again, blended in with the scenery quite well, ha ha

Strewth, careful where you tread, stepping into the 21st century can be quite daunting. You'll be telling us next that you've decided to install an inside toilet as it gets a bit nippy in the morning going down the garden!

You'll be amazed at the difference it'll make (I'm talking about the engine not the loo), and you'll still get 30 mpg out of it. You're right though, the correct diffs will be essential. If I can get 97 mph out of my orange brick-on-wheels, then you'd better fit a big aerofoil on the back of Tembo to prevent take off!!! Nah, of course you won't be dong those sort of speeds, too much sense by far, but a steady cruising speed of between 70-80 mph is a real joy when you've miles to cover or have to make up time - i.e. a ferry to catch. To have the power on tap is a nice feeling.

Go for it mate, the outcome will be fascinating.

Well, just a brief update on the on-going turbo project...

The engine has been stripped and looks in reasonably good condition. Two of the cylinders had some wear, so decided to have the block re-bored. The turbo was also in rough shape and is being replaced. So, unless something else crops up, the rebuilt engine should be ready to go by the end of the month.

I have bought a 200 tdi radiator as Tembo's massive V8 unit is way too large to allow me to fit an intercooler. Actual 200 Tdi intercoolers are either impossible to find, stupid expensive or cheap, glued together Chinese knock-offs. I found a balance in what appears to be a decent quality unit that can fit either 200 or 300 Tdi's. One day I may upgrade to a fancy £450-£500 Allisport intercooler but since I am already getting a 40 hp improvement over the 2.5 n/a diesel, not sure a couple more hp is worth the cost. Now I have to figure out how to mount both in Tembo's indented, Series-style front end. I have also bought a 300 Tdi air filter housing to feed the new turbocharger and will have to figure out how to mount and plumb that once the rebuilt engine goes in. I will take some pics ad post them if anyone is interested.

I would say that in retrospect I might have chosen a 300 Tdi over a 200. I didn't realize how difficult it is becoming to get decent parts for the 200. Since the military never bought any large numbers of 200 Tdi-engined trucks, it seems there has never been a need to build up big stocks of spares. But there will be 300 Tdi-engined Wolf's and foreign military trucks in service for another 10+ years, so spares seem much easier to come across. I chose the Defender 200 version primarily because it is a simple swap using the same engine mounts and LT77 bell housing. Things like alternators, starter motors and water pumps can be pulled off the outgoing 2.5 n/a and bolted straight on to the 200. But hindsight is 20/20 as they say...I am sure I will be very happy with the 200 and just keep an eye out for spares as they appear in years ahead.

Looking good on the updating, I always go for the 200tdi no electrikity and bomb proof, have you tryed the Defender forum always some parts for sale on there.

Also there are some big Land Rover breakers in the midlands just search online. Mybe tom's directory can help.

Good points Kevin, I sourced the 200 Tdi engine from a breakers in Wigan initially. I am trying to find new parts as much as possible, or reconditioned, but I am sure there will be lots of 200 Tdi's broken over the next few years. Tembo turns 30 this year, so I figure a largely new drive train now should see him well into another 30. Gotta love Land Rovers.

The 200 sounds like the best motor for your application. I am fitting a 200 minus the turbo from a disco in an 88 inch series for a friend. It's a good strong engine should be a solid reliable lump with good mpg and not so much stress on the series gearbox.

I am a big fan of the 300 having owned a few in defenders. The lack of electrickery on the defender versions suit my swing a spanner at it approach to mechanics. The discos can be a pain!
Some of the main parts are interchangeable so you should be able to find the spares. Good old British leyland parts sharing attitude

Looking forward to seeing how the full turbo version fits into a series style engine bay.

If I can make a few suggestions:

Turbochargers put a massive extra load on the engine and when the turbo kicks in this is the worst time so at the very least upgraded big end and mains bearings are recommended, as is radiusing the crank oil ways where the crank disperses the oil into the bearings.
Fit an upgraded oil pump, not for higher oil pressure but solely for increased flow to move the oil round quicker as this dissipates the heat better and returns it to the sump quicker and ensures the engine has a clean source of oil, ideally a thermostatic oil cooler should be fitted to prevent overheating or overcooling the oil.

Fit a seriously uprated head gasket as the combustion pressures are much higher and will readily blow it, get the best you can afford.

If you can't run to a thermostatically controlled oil cooler then go for an aluminium sump with plenty of cooling fins on it.

Airflow is crucial and most modern engines have an airflow system built into them, keep your coolers at the front of the vehicle with unimpeded air flow to allow the air to follow a specific path which is under the sump, through the engine bay and over the turbocharger and exhaust downpipe and under the vehicle.

Go for a viscous coupling cooling fan belt driven from the engine and avoid electric fans as electrics put a lot of thermal shock on an engine by just switching on and off, viscous fans increase their speed with temperature and this is progressive and keeps an engine from hitting the massive peak temperatures electric fans reach before cutting in.

As always, some good technical advice there...

I do find it a bit funny when I listen to some of the online stuff about boosting power in old 200 and 300 tdi engines. Bigger intercoolers, replacing boost pins in injection pumps, gas-flowed cylinder heads...all in pursuit of more horsepower. Now, as someone who was born and raised in North America and the first car I bought was a 69 Mustang I understand the lure of big, grunty engines. And if I was rebuilding another old Mustang I might be thinking about it. But a 110/Defender is a travelling brick with the handling characteristics of a drunken sailor. I am already jumping from 68 hp with the old 2.5 n/a to 107 hp with the 200 Tdi. More importantly, for a vehicle designed as an overlander, going from 21 mpg to 28 mpg.

So, I hope the new engine will let me cruise a bit easier on highways, be able to actually maintain my speed on any sort of incline and hold my momentum a bit easier in soft sad. I am going to keep it as standard as the engineers at LR designed it and hopefully will get another 20 years out of it...as long as the 2.5 n/a held up. By that time I am sure we will all be forced to convert to hybrid electric/hydrogen/fusion reactor engines anyway....

All the R&D and £££££'s that goes into developing a new engine, I agree it makes sense keeping the 200 Tdi standard. Besides, as I said previously, the difference between the old 2.5 and the 200 will be like chalk and cheese to you - you'll love it!

Have to agree with you and Tom, keep it standard, our first Defender 200tdi just kept on going it was the tin worm that made me scrap it sold the engine on, still going.
Our Discovery 200tdi, still pulling well after 26 years.

Well, collected the new, rebuilt engine last Friday from the rebuilder in Bristol. Engine looked great. I had driven down in Tembo with part of the back deck removed and we loaded the engine into the cargo bay and I drove back to MK. Saturday morning the rebuilder called and said he had been talking to the engineering shop after I left and they mentioned they had repaired a loose fitting on the crankshaft. He was concered because he had not inspected their work and wanted to drive up and collect the engine and take it back to check that the work was done right. I have to say I appreciate that level of craftsmanship. Instead I suggested I bring it back Monday and after he was satisfied with the work, he could just go ahead and do the engine swap for me.  So now just waiting to get the word that the swap is done. Here are some pics:

Making a custom air filter mount...

New 200 Tdi Radiator and intercooler installed...

Collecting newly rebuilt engine...

Coming along nicely, you will be able to fly over the dunes next time you are in the desert.

Are you coming to the HUUB in July, if not will hopefully see you at Adventure Overland.

I am planning to be at HUBB this year, agreed to present a lecture again...gets you free entrance. Will see you there!

Tembo wrote:

Collecting newly rebuilt engine...

The Series fire engine in the background looks good, the man's obviously an enthusiast. As you say, "that level of craftsmanship is to be appreciated".

That said, not sure about the blue air intake on the wing of the green Defender. Obviously hasn't been used for a while, weeds growing out of it!

Actually they had two fire engines they were working on. Like a lot of LR garages, lots of projects sitting around in various states of repair.

Good to hear the conversion is going well. The 200 is a great reliable lump I wanted a 200 when I was looking at 110s but mine came up with the 300 fitted and tbh there is no shortage of spare parts which has been handy due to it being sat for 18months lots of parts have needed to be changed as tin worm or rubber parts have deteriorated and leaking critical fluids. You should have no problems with your reconditioned engine though.

With the extra horsepower and Tembo's light weight it should pull like a demented dentist

Well, new engine in but running rough. The only ancillary not replaced as new or reconditioned was the fuel injection pump. It looks like the former owner used some kind of bio diesel or old french fry grease or similar as the pump was all gummed up. They tried injection cleaner but no luck, so off it came and out to rebuild it went. Now another week to wait until it comes back. While that is a bit of a pain, it also means that every engine part will now be new or reconditioned...so hopefully a long future of trouble free life.

Have heard that, used chip fat gums up the works. A frustrating wait maybe, but it'll worth it in the end.

wideformat4x4 - "With the extra horsepower and Tembo's light weight it should pull like a demented dentist"

Seems like it is all coming together nicely, you will be going so fast you won't need your top up the rain will pass right over you,   

Correct about the urge for more power, what people forget about is that when you tune for more power it alters the engines characteristics and it isn't power a 4X4 with the aerodynamics of two breeze blocks wants, its torque.

As power in simple terms is torque X revs you only need alter the revs stop on a simple engine to let it rev another 200 RPM and you instantly have more power as power is a mathematical figure. Sensible tuning of any diesel will increase power by increasing torque and maintaining its governed engine speed to keep mean piston speeds down; overdo the tuning and the extra power comes but it dramatically alters the engine characteristics dramatically to the point where it has no bottom end until the turbo kicks in and it moves the power when the turbo kicks in to the top end of the rev range which is no good for a 4X4.