Back to the original purpose of the thread. You might try this motor if you are looking for a diesel replacement.
http://www.landyonline.co.za/worksho...onal28lhs.html
There is now an alternative for Land Rover fans in the form of the International HS 2.8L turbo diesel engine, now available in New Zealand. This engine, made by International Engines in Brazil, is the big brother to the old 300 Tdi, increased in size to give a volume of 2785cc over the 300 Tdi’s 2495cc. The additional displacement won’t fill a can of your finest, but it does give better torque than the Td5 along with similar power. The Td5 Defender produces 90kW at 4200 rpm (101kW for Discovery) and 300Nm at 1950rpm compared to the HS 2.8L’s 99kW at 3800rpm 375Nm at 1400rpm.
To understand why the HS 2.8 is considered the big brother to Land Rover’s popular 300 Tdi you have to take a little (recent) history lesson. When the old 300 Tdi engine gave way to the Td5 in 1998, the engine lines were sold to International Engines. Part of the deal was that International would continue to supply Land Rover with 300 Tdi engines as required, as they were still sold in Defenders for many overseas locations. Included in the purchase were the rights to further develop the engine and it was turned into HS 2.8L with some redevelopment of the bore, crank, stroke and turbocharger.
The block was redesigned to improve cooling and this also extended to the oil pump which is now water-cooled, negating the need for the external oil cooler found on the 300 Tdi. The bore was enlarged slightly with a new piston developed and produced by Mahle in Germany and the crankshaft is now forged and not cast. Improvements were also made to the bearing caps which are now secured to the conrods by through bolts which are threaded into the conrod instead of the 300 Tdi’s bolt and nut arrangement, and the cylinder head is sealed with a new steel laminate head gasket.
Finally, a new Garrett turbocharger provides a further boost in power and torque. Using what is termed "variable nozzle turbocharger" (VNT) it harnesses variable geometry to alter the flow rates at low speed. It’s achieved by varying the angle of the adjustable vanes inside the turbine housing that direct the exhaust gases onto the turbine blades.
Turbocharger design is often a compromise, with large units providing the large volumes of air that engines need at speed, though it won’t spin up to speed so quickly during low-speed acceleration, producing turbo lag. A small turbo will accelerate quickly but may be short on output at high speeds. Using the variable geometry allows a constant boost pressure available from idle so there is no delay or lag when accelerating. Coupled with the Bosch VP14 mechanical fuel system (no electronics), the end result is improved acceleration and maximum torque achieved at a low 1400rpm compared with 300 Tdi’s 1800rpm or the Td5’s 1950rpm.
The HS 2.8 is compatible with the bell housings of all Land Rovers (Defenders and Discoverys) with four cylinder engines and an alternative rear aluminium housing is available to fit the larger bell housings of V8 models meaning no adapter plates are required when converting.
Leaving one of the best features to last, the other major benefit the HS 2.8 has over other engines normally found re-powering Land Rovers such as the Nissan FD 35 and various Toyota engines of similar size, is the weight. The HS 2.8 weighs in at 208kg, around 50 per cent less than the Japanese engines.
The International HS 2.8L is used by Ford in the Ranger utes sold in various parts of the world.
