starting on my wifes 62 skylark 215 motor, what are some good pointers on this motor? ive found some 2000 4.0l heads and intake, thinking about converting over to FI.
why not? if that were the case TA heads wouldnt fit a 300-340 (never mind .. i didnt see the 4.0 liter part)
noticed the missing head bolt, I read somewhere that it isnt needed anyways, but the machine shop said he could drill the holes, my heads had all the intake valves bent, thats another reason I was gonna use them heads, The intake has 2000 4.0, if thats makes a difference. thanks
but the machine shop said he could drill the holes Rover guys actually recommend NOT using the 5th bolt. they claim it twists the head and causes gasket problems on the other side... i dunno. shouldn't be too hard to screw a short allen head bolt into the extra holes to make sure they're closed off.
found this on wikipedia, 3.9/4.0 The 3.9 L Rover V8, a bored-out version of the original 3.5 L engine, was used in several Land Rover vehicles, TVRs, and the MG RV8.Land Rover used a 3,946 cc (240.8 cu in) version of the Rover V8 through the 1990s. Bore was increased to 94.0 mm (3.70 in) and stroke remained the same at 71.0 mm (2.80 in). Revised in 1995 (and thereafter referred to as a 4.0 to differentiate it from the earlier version, although displacement remained the same at 3946 cc) with a new intake and exhaust system, extra block ribbing, revised pistons, and larger cross-bolted main-bearings. The 1995 4.0 produced 190 hp (142 kW) and 236 lbft (320 Nm) . same stroke, so wouldnt the block be the same height? I dont have the heads here but I do the intakes, they measure the same width. im new to these motors, just trying to learn
I stand corrected, I looked in my notes and the deck height is the same between the 215 and the 4.0 so the heads should fit as well as the intake. or the fuel injection I would look at a megasquirt computer to run it as the factory setup will need to be modified to run right.
I stand corrected, I looked in my notes and the deck height is the same between the 215 and the 4.0 i was wondering about that when you said it. i had asked Jim about different Rover deck heights and it floored me when he said that they're all the same all the way up to 5.0 Liter.
Yeah, there were some oddities along the way like the P76 Aussie (4.4L I think?) that had a deck intermediate between the 300 and the 340 but otherwise they were all the same. I wouldn't drill the deck for the extra head bolts. That lower row have turned out to be as much of a curse as a benefit, plus the deck may not have the bosses cast in for them and that would mess you up. We have that scenario with the Olds heads which use 6 bolts. Those might be better for forced induction but probably the best thing you can do for these engines is to use head studs. Using the stock bolts the threads in the block begin to give at the upper torque limit. Helicoils help but I've still had head bolts loosen over time. I wouldn't guarantee that studs completely solve the problem but with the extra thread engagement it should. JB
They are OK, I'd say about average in the quality department and sometimes will have the parts you need. I've known a few guys who were happy with engines they sold them. A couple decades ago I got some sloppy parts from them, but they have been pretty good in supporting the BritishV8 crowd. Mark runs the show these days and I think Dan has all but retired. JB
> ive found some 2000 4.0l heads and intake, thinking about converting over to FI. Be aware the 4.0L heads have 28 cc chambers and are designed to be used with 0.048" thick composite headgaskets. The steel gaskets are 0.018" compressed and can be used to increase compression ratio but may require shorter pushrods, checking of piston to valve clearance, port matching to the intake. Also, the 4.0L heads have valve stem seals (Buick 215 did not) that limit valve lift to 0.430" or so. You can have the guide tops cut down to increase the lift limit to 0.500". Also, the heads have bolt hole bosses for accessories that the Buick 215 heads lack. The rockershaft sstems can be swapped but are different. The rocker arms are handed and the valve stem tips offset. Don't mix and match. Dan Jones
Mike, from what i understand the 215-300-340 all use the same cam so the bearings should be the same.
thats what I was thinking, but clevite dont show them to fit, was wandering if anybodys tried them. federal mogul and Durabond shows them the same.
> dont have the rocker arms off the 4.0 so will the 215's work? Yes, if you swap them as an assembled unit. Make sure the oil feed holes are clean. When you go to prime the engine, remember that oil is metered by a slot on the side of the rocker, so you'll need someone to crank (by hand) the motor over while priming to see any oil feed through the rockers. > from what i understand the 215-300-340 all use the same cam so the > bearings should be the same Yes, it's not unusual for newly installed cam bearings to be tight. You can cut grooves on the journals of an old cam to make it into a honing tool. > The 215 and 300 have different size mains. Yes. It's standard practice to turn the mains down on the Buick 300 crank to fit the Buick 215 and Rover 3.5L, 3.9L and 4.2L blocks. The 4.0L and 4.6L Rover blocks have the larger Buick 300 mains, though the cranks take dfferent bearings. You can align hone the Rover 4.0L and 4.6L blocks to take the Buick 300 bearings (undersize Rover bearings were not available for some time in the United States but are now available). Dan Jones
just got back from the salvage yard found 4 land rovers, but no 4.0s, looks like itll be a pain to run the land rover computer, cant afford to get the comp FAST system, so guess ill stick with the 4bbl.
Something like a megasquirt setup may be better for you. You could also look into an older holley FI system that may be cheaper. A TBI system would be more inexpensive.
