Series 1 Land Rover Project History
One of the main problems getting started with this 109" Land Rover project was deciding how I wanted to
use the vehicle. The cost and effort involved had to be justified by the possibile
uses for the restored vehicle. A series 1 lacks the creature comforts, reliability and performance
required for everyday driving. The original 2 litre inlet over exhaust motor and drum brakes require
regular maintenance in daily use. This vehicle needs every moving part to be repaired or replaced and
the effort/cost to restore it to original condition cannot be justified unless the vehicle has a purpose.
Many ideas have crossed my mind in a desire to do something rather than nothing before it is to late but the
old girl is to original to be butchered.
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As it sits the weather beaten mouldy structure looks past resurection but it actually runs with the help of
some donor parts.
A reasonable set of exhaust valves were fitted but the carby refused to work and it refused to run backfiring
etc.
It has sat for another year since this was done and I have decided now is the time to begin.
Originality versus usefulness, drive ability, comfort and cost. To be an everyday driver quite
a few areas in particular the drive train would need improvement.
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My interest in the 109 project resurfaced when helping my son with an engine transplant in his
JD Holden Camira and I aquired the spare TBI fuel injection system.
This was considered ideal for the series 1 so after proving it had compression and spark I installed some new
suppressed leads and poured fuel down the caburetor throat. It fired first kick before dying as expected.
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Rover 2 litre head
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The fuel tank leaks the fuel original pump is cactus and the carby is missing parts from previous
attempts to make it cooperate.
The Camira has provided the throttle body, fuel tank, fuel pump,
electronic ignition, all of the sensors required including the
ECU (computer) and the
wiring loom.
Only the late 1.8 JD model used the (TBI) system earlier leaded models and later JE 2ltr motors used
multi point injection(MPI).
The MPI systems produce far more power but it is easier to fit TBI on an old motor. The
Delco ECU can be reprogrammed to adjust any of the ignition or
fuel settings if required. A lot of information is available for the Delco ECU on the WWW so this should be
easy. Time will tell?
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Electrical wiring is minimal using the existing Camira loom, relays and sensors. The throttle body contains the
TPS, an idle control valve and the fuel injector itself. The earth system must be changed from
+ to - earth to comply with the ECU power requirements. This is easily done by disconnecting the battery, reversing
the ameters polarity, connecting the earth to the negative on the battery and then putting +12 volts onto the generator
field winding several times to reverse the polarity of the exitation magnets. The battery positive can then be
connected to the starter motor to complete the task. The coolant temp. sensor and the oil sensor have to be
fitted into the motors passages but connecting the distributer will take some thought.
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The power figures for the Camira models and the Rover motors are shown next to the desired output from the
project motor at 55-58Kw. To do this torque will be bumped 13 Nm to 150 Nm.
A standard 2.25 litre Rover motor produces 58Kw at 4250rpm and a massive 168Nm of torque at 2500rpm. This motor
is known to perform admirably with lower weight vehicles and doesn't break drivetrain components.
Similar power from the 2 litre motor would allow the vehicle to be used in traffic without being to slow and
the EFI sytem should improve economy as well.
It would would be interesting to see the improvement from use of a MPI system on a 2.25 litre motor. If this
experiment succeeds I have a series IIA recipient in mind.
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Since purchased from a clearing Auction on a property in Western Victoria the condition of the old
girl has deteriated. I abused my brother for leaving it sit and rot but to date have done little to
improve matters. Other projects an 18 year old son and a University Degree have all slowed progress.
A late unleaded JD Camira was purchased to replace the motor in my sons early leaded MPI wagon. The
early high compression engines are renowned for blowing head gaskets and pinging when run on unleaded.
The later unleaded 1.8 motor with low compression pistons runs a TBI fuel injection system and loses
20 Kw or 25% of its power in the process. The plan was to use the later low compression motor with the
early MPI system. Like all projects there were many problems with distributers, cams and wiring looms.
They all differed just enough just as one has come to expect making the job very difficult to complete.
The end result proved that if at first you fail try again and again you might get there. Read more about
the Camira project here.
The carburetor has seen better days and the fuel pump is physically damaged so all of the Camira
components will be used. Some of the components will not be mounted on the vehicle until I know it works.
2 new holes will allow countersunk screws to mount the throttle body base to the existing Rover inlet
manofold. The EFI loom connects the ECU to the throttle body, ignition and the engine sensors reducing the
work considerably. The water temp sensor and oil sensor will be connected to the loom but not installed
to the motor for the initial test run to prove the concept will work.
Sorting problems with the Camira required a lot of research on both the MPI and TBI injection systems GMH
used in the late 80's. The Internet has made obtaining information so much easier than it was in 1993 when
I fitted my first after market EFI system to a tubo charged 12A powered RX5. The Delco unit used on all
unleaded Camira's, Nissan pulsars and some other models comes in several varieties all with a plugable
mem-cal (eprom) that can be reprogrammed to alter fuel delivery/ignition timing.
More information on the early leaded engines Bosch LE Jetronic EFI system reveals this to be the sleeper
in the corner. It is often overlooked for the Delco because the mem-cal is not removable or easily
modified but offers superior tunability without resorting to altering the ECU reference points. Read more
about this system that would be ideal multipoint EFI solution for many applications.
Used on many vehicles from VW, BMW and GMH to name a few ensures many sources for the components you
would require for a cheap conversion. Please keep the peace and look further than Mum's car in the carport
as tempting as it is. The Ignition system is not integrated within the ECU allowing the original ignition
system to remain unchanged.
In Australia Camiras have to be the best source of parts so long as you obtain the system that meets your
needs. 1.8 JD camira's to Dec 1985 run the Bosch MPI system. From Jan 1986 the Delco sytem with TBI was
used until the release of the JE when capacity increased to 2 litres with a Delco MPI system. 4 different
computers 3 of them Delco's are used over the model range so beware. The later JE 2 litre motors had a
different ECU to enable use of PULP over the original motors requirement for high octane unleaded.
The TBI system offers easy installation with most components contained in the throttle body. The adaption
of the Camira distributer will be the hardest task if all goes as planned. Please read on and see how the
project has advanced to date and be sure to return soon to watch the progress.
