It was just about a month ago when Land Rover Malaysia introduced the 2011 Range Rover into the Malaysian market with the V8 Supercharged which retails at RM798,888. For diesel Range Rover lovers out there, not to worry as the LR-TDV8 turbodiesel is now available. The litre V8 oil burner makes 313 PS and a respectable 700 Nm of torque and it replaces the LR-TDV8 with a price tag of RM730,000 on the road excluding insurance which is almost RM70,000 cheaper than its petrol counterpart. According to Land Rover, the litre diesel engine offers 15% improvement in power, economy as well as acceleration along with a 9% improvement in torque, compared to its predecessor. With that said, the turbodiesel offers a combined fuel consumption figure of litres per 100 kilometers. Instead of a ZF 6HP28 6-speed slush box found in the V8 Supercharged, the turbodiesel engine is paired to a ZF 8HP70 8-speed automatic. 0-100 km/h is achieved in seconds, compared to seconds with the force-inducted petrol model. Just like the V8 Superchanged, the LR-TDV8 turbodiesel in Vogue trim line comes with goodies such as the Terrain Response system with Hill Start Assist (HSA) and Gradient Acceleration Control (GAC). Other features include Adaptive Dynamics which is pretty much a variable damping system. Another interesting feature is the rotary dial operated gear selector, commonly known as Drive Select. The gear selector simply raises upon ignition and it comes in conjunction with the 8-speed transmission. You can check out the gallery after the jump. [zenphotopress number=999 album=2461]
Six-cylinder. 1980s-present Detroit Diesel 60 inline-6. 1982-1985 Oldsmobile V6 Diesel 4.3L (the lesser-known counterpart to the infamous Oldsmobile 350 diesel [24]) 1994-2003 BMW M51 2.5 liter (X25DT/U25DT/Y25DT) 2002–present DMAX V6 (acquired via GM's takeover of DMAX) 2019–present Duramax I6.This page was designed as a guide and information resource for for people wanting to replace their current V8 Carb or EFi engines or Tdi with a GMC Diesel V8 engine. Our story covers the rebuild of a Range Rover and engine conversion to the GMC diesel V8. The GMC V8 diesel engine was available in two forms, the 1982 - '90 and the '91 - 99. To decide if this would be a suitable engine conversion or not we considered the major points discussed in Land Rover Engine Conversions. Firstly it is locally supported with roughly 4 places in SA the best being Diesel Dog with all parts ex-stock. It was very well supported in its country of origin USA by OEM as well as many aftermarket agencies, it even has a dedicated website. The rebuild lifespan is 100 000 to 300 000 Miles = 160 000 to 500 000 Km, Subject to working conditions and maintenance practice. It would suit a Range Rover and will fit in the engine bay with no cutting, ans a simple adapter ring and disk. Compatability with drivetrain, RR 4 speed Yes, R380 no, all else no, Automatic Yes, All transfer boxes - Yes, Axles yes. Gearing upgrades considered, RR 4 speed - Diff ratio upgrade, Automatic - 1: Transfer ratio (Discovery), Chev automatic gearbox combo, New Process 4 sp Manual combo. Other upgrades required are heavy duty front springs. It was also important to consider the pros and cons of this conversion Pros: Enough power and torque to keep you entertained for quite a while Very low fuel consumption (+- 10 to 14 L/100Km) Low maintenance No turbo related problems (Lag, cooling, idling) Very good cost per Kw and Nm Relatively light weight (Land Rover petrol = GMC DV8) Gives a good Power/Torque to weight ratio High Mileage possible Cons: Possibly high initial cost (Purchase + Rebuilding) Need a STRONG gearbox Physically Large Engine Heavier than Rover V8 Engine weighs 300Kg which is very good for its performance Land Rover - Range Rover, 1980 or so, 2 door, bought from Sahara Parts for R 11 000, partially rebuilt. What I got: Vehicle had no engine, radiator or gearboxes. All axles had already been rebuilt, with new bearings and brake disks. The body needed some rust removal, the upper tailgate needed a good dose of anti-rust and some paint, while the lower tailgate needed a new lower panel since the old one was mainly body putty. It also needed a new spray job but was otherwise in very good condition. The chassis was galvanized as where all the front engine bay panels. The dash and instruments where complete and neat. The interior trim was redone, some places did need re-doing though. What I did: Remove and adjust the differentials, re-fitted them after swapping front and back to minimize whine. Replaced the front springs with 110 Diesel front springs Fitted Monroe Shocks and Iron man suspension bushes Spray painted the dash black using Sprayon vinyl spray paint Fitted a newer steering wheel and steering wheel cover Re-built the centre console to take the BMW auto gearlever and Disco H-N-L / DL lever Removed the clutch pedal and master cylinder Fitted Gearbox temp, engine oil temperature/pressure and a volt meter Powder coated all the door handles Fitted Nissan 1400 side mirrors Fitted the cable type Disco hand brake system The engine was bought "as is" from Diesel Dog in Pietermaritzburg. I only later did I find out which models are which and where the date stamp is: Standing on the flexplate side, there is a year and month casting number on the back of the left cylinder bank on the block. I fetched the engine from Pietermaritzburg where I could choose an engine from the 12 or so available at a time. This is very difficult since all engines are very dirty and mostly incomplete and if you are not familiar with them it's worse. These engines are sourced from scrap yards in the USA, they are cut out of the old vehicle and dumped into a container and shipped out here. They found in various GMC and Chrysler Pick-ups and vans. Vehicles similar to the Ford F250/150 type monsters we have here. The engines can come in any condition, sometimes the thing is totally buggered and other times is is perfect. A very scary lucky dip indeed. These engines may have spent some time upside down in the rain in the scrap yard in the USA. Attempting to start the engine may cause damage. At the very least, the sump and the oil pump should be removed and cleaned. The glow plugs should be removed and the engine turned by hand to clean everything out. When I cleaned my block out I found 15 years of goo stuff in the water passages. The high pressure cleaner battled to get the goo out, so an engine that has not been stripped is still full of goo and may cause a problem later. The best advice is to buy the engine and a gasket set. Strip the engine completely and clean it nicely. Put the engine back together using the original parts where possible. In this way you will have a good idea of what the condition of the engine is. The GMC Litre V8 diesels where introduced in 1982 and were used in various Chevrolet and Chrysler trucks and pick-ups. The engine remained in production until 1992 when it was replaced by the litre version which is designed for turbo charging. The is said to stay in production until 2000, when it will be replaced by a new Duratorque Direct injection Turbo designed by GMC/Detroit/Isuzu. The engine uses an 11" flex plate so all conversions using Chev or 350 cid V8's (10" plate) must be modified. The and basic engines are the same and several of the major components are interchangeable. The heads are interchangeable but the heads have smaller pre-combustion chambers and are lighter on fuel, they also deliver less power. Left and right heads are also interchangeable. The DV8 is a fully mechanical engine using a mechanical rotary Stanadyne injection pump with a fuel-off solenoid, a high idle solenoid and a cold start solenoid. Both versions are indirectly injected. The timing is by means of gears to the pump and chain to the cam shaft, a full gear drive option is available. The valves are lifted by hydraulic roller lifters which increase cam life dramatically. The engine has been known to reach between 200 000 and 500 000 kilometres before rebuilding and then rebuilding costs are moderate, comparable to that of a twin carb Land Rover V8 less of course the injector pump and injectors. ENGINE DETAILS GMC Litre V8 Indirect Injection Diesel purchased as-is from Diesel Dog in Pietermaritzburg for R 8 500 fully x-rayed and rebuilt completely for a further R16 000 expected life 500 000 Km before re-build 160 bhp = 120 Kw @ 3800 Rpm 290 Lbft = 400 Nm @ 1800 Rpm Mass = 300Kg Fully mechanical Stanadyne / Rotamaster rotary injection pump with fuel-off, timing retard, and fast idle solenoids Bosch Injectors AC or Beru 12 volt glow plugs Pre-combustion chambers Chain driven cam shaft with roller hydraulic lifters Gear driven injector pump Cast iron heads and block (L+R heads are interchangeable) Mechanical fuel lift pump Mechanical permanently driven fan from Efi or Td engine (Replaced by 2 electrics) RR Power steering pump (1st Main pulley driving water pump and PS Pump) 110 SD 506 Air-con compressor (2nd Main pulley driving water pump and AC) Lucas AS123 65A Alternator (3rd Main pulley driving water pump and Alternator) Fully dynamically balanced by Dynamic Balancing ADAPTER SYSTEMS: Gilo's Engineering Land Rover R6 to Chev Adapter Machined out to and modified to suit larger Starter motor Adapter ring made from aluminium, machined to suit disco torque converter and GMC Flexplate. +- 22 mm thick LT230 transfer box adapter: (For the 700R4 Chev auto box and LT230 Transfer box combo) The 700R4 box fits directly to the GMC engine, but the Land Rover transfer box does not fit...at all ! A company called Chris Mod in Hartebeespoort makes adapters to order, he made an adapter to suit, all out of steel, very neat and straight. De also machines the adapter shaft which is an inner splined tube for the main box and an outer splined shaft for the transfer box, this is then sent away for a decent hardening process. Cost for the adapter plate and shaft: R 2000 and takes +- 2 weeks. I have removed the Disco box because: The alloy adapter is too heavy for the flexplate - Caused the flexplate to work loose The Torque converter is not suited to the diesel engine characteristics giving excessive slip at maximum engine torque (TC stalls at 3000 rpm) The torque converter is not capable of transferring all the engine's torque to the gearbox, causing increased heating under normal conditions. (Max Torque transfer is 235 Nm @ 3000rpm) Lockup in 4th gear = 90 Km/h before lock-up In defence of the box, the box is great but the torque converter cannot be replaced with an up-rated unit as ZF only make TC's per application as opposed to a whole range. I have fitted a Chev 700R4 box with the following characteristics: Way over rated for the DV8 engine (300Hp standard - upgradable to 600Hp) TC Stalls at 900 rpm Max torque transfer is way over 500 Nm Lock-up in 2nd, 3rd or 4th. - Makes mountain towing a breeze Gear ratios are better than ZF box This gearbox is the ideal option for such a conversion, they are ideally suited to each other and the torque converter is perfect. The combination pulls like a train with minimal slip. Gear changes are very comfortable and cruising is really great. The very low 1st gear is brilliant for off roading and when low range is selected it is unstoppable. The Gearbox was obtained from All-O-Matic in Booysens Johannesburg, they supplied a fully rebuilt box with a new diesel torque converter, kick down cable and dipstick and tube for around R 11 000. The adapter was made by Chris Mod in Hartebeespoort. He does a sterling job using steel tubing and plates. The trick with the adapter is to move the LT230 transfer box backwards and rotate it downwards so the prop shaft clears the valve body on the auto box, as a result, the whole combination lands up 75 mm longer than the original gearbox and transfer box combination. The auto sump needs to be cut and welded to make space for the prop shaft. Newer model prop shafts have much more clearance than the older models. The lower floor of the Range Rover needed to be cut out a bit to make space for the hand brake drum. At this spot, there is a reinforcing type tube under the body, part if this tube needed to be cut away. The low range and dif lock levers need modification as do the gearbox mountings. The box needs a huge oil cooler to run cool, but at the same time it can take the punishment without sweat. I would recommend that only a 700R4 or NV 4500 box be used in a conversion, as any other boxes will have severe disadvantages. A common option is the Turbo 350, the little brother to the 700R4 - good cheap box but only has 3 speeds and 3rd is 1:1. The box works really well, changes soon and smoothly when going calm, but if you plant the accelerator, it pulls really strongly and changes at the right spot with sharp firm shifts. I have re-wired the lock-up of the gearbox, so now I can latch it in lockup in 2n, 3rd or 4th. Wow ! What a difference, it now drives like a manual / automatic in one. Pulls off like an auto, then, after changing into 2nd, it locks up and chugs on strongly, then into 3rd and locks immediately all the way to 4th, engine revs never go above 1000 rpm - real fuel saver. I fitted a much larger radiator, that just fits between the two battery trays, right up against the front and just under the lip of the slam tray. It is a 5 core unit made by NCN in City + Suburban JHB for R 2 200 In defence of the box, the box is great but the torque converter cannot be replaced with an up-rated unit as ZF only make TC's per application as opposed to a whole range. The engine and gearbox oil coolers are custom made by Cirrus Coolers. They where designed to be nested so that the pipes exit neatly. These coolers are of the rolled tube design where the tubes and fins are formed out of the same piece of aluminium tubing, this contributes to efficiency while keeping wind resistance very low. They cost around R 420 each. The air-con radiator is mounted in front of these oil coolers without any fans (no space). All the hydraulic hoses are industrial grade crimped 2 wire high pressure hoses with screw fittings. I originally fitted a fixed mechanical fan, but it was too small as the chassis cross member was in the way, the result was that the water got a bit hot when towing the car trailer with the Millennium bug on. I have recently fitted two air-con fans from a Discovery - -I removed the blades and fitted them on backwards, then fitted the fans to the engine side of the radiator as suckers. I have a two stage temp switch, 1st at 85 deg and the second at 97 deg, this seems to work fine. I would have preferred to fit two 14" fans but the Discovery ones where lying around at home... The GMC engine uses it's own lift pump, but it has no facility to bleed the system if it is totally empty, therefore I plumbed in the existing original Facet pump that was fitted with the petrol engine. The original fuel lines where used, but the return line to the tank has a little restriction in the rear tank fitting, this was drilled out. The return line consists of a pipe from the left head across to the right head, and back to the tank, there is no pipe linking the return to the filters (As is the case with early Land Rover Diesels), the injector pump also has a return line that T's into the left-to-right return pipe. I fitted a dual Lucas/CAV filter head with a sediment bowl below the second filter. The filter element was sourced from a truck scrap yard. The filter elements are standard GUD G629 as used in the series 2 and 3 diesel engines. The filters are connected in parallel for an increased fuel flow. A single filter or two in series will not permit sufficient fuel flow. The system needs to be bled when empty. The Inlet and Exhaust system are a part of an engine where you can gain or loose power simply because the engine cannot breathe properly. INLET SYSTEM I fitted a Donaldson paper filter to the left hand side inner wheel arch that fits between the firewall and the battery box. The filter uses a primary filter element with a second safety element inside. There is a 100 mm diameter elbow and hose connecting the filter to the specially made inlet hat. I fitted a protective hood to the inlet of the filter. In an attempt to get cooler air, I removed the hood and turned the filter housing to point outwards towards the left hand bonnet edge. After some time I found a Donaldson filter change indicator unit, which I fitted to the filter, it immediately showed a vacuum over what is recommended. After some investigation, I found that the filter could only flow cubic meters, and that the engine wanted at full revs, I then relocated the power steering reservoir, battery and radiator pressure tank, then fitted a second 6" unit identical to the first, now the engine smokes less and is more responsive. EXHAUST SYSTEM The exhaust system was designed and manufactured by TNT in Germiston. They built the RHS 4-2-1 branch in one piece and the LHS one was built in two pieces, two pipes in front of and two behind the engine mounting. There are two 3" silencer boxes, one large and flat under the belly and one tubular behind the LHS wheel. All joints use flanges and gaskets and all bends are mandrel bent ie The tube diameter never changes around the bends. The system is very quiet, very firm and fits perfectly. Electrical System I fitted 5 extra relays in the system, one each for each bank of glow plugs, one for the fuel-off solenoid, one for the "choke" system one for the starter motor. The glow plug system is operated by means of a push button switch inside. I am not going to fit a glow plug controller/times since the risk of destroyed glow plugs is too high (see PROBLEMS under the main menu) I connected the temperature switch, via a relay to the fast idle solenoid and the timing retard tab. When the engine is cold it will idle easier and faster until it reaches the temperature of the switch, where after it will idle slowly. The starter needed to be rebuilt, I took it to Frank at Mobielec auto electrician who sorted it out quickly for R 350. I fitted electrical oil temperature and pressure gauges on the engine, and one oil temperature gauge in the oil cooler pipe for the gearbox. I fitted the original petrol V8 temperature sensor to the engine. Bodywork The exterior bodywork was not touched, except for a nice new spray job by Elies Panel Beaters in Honeydew. The paint is a baked metallic enamel with base coat and clear coat. The Chassis was slightly modified, the two brackets that hold the bumper end support brackets where cut off as where the two old radiator mountings. This was done to get the new radiator to fit. By doing this, both battery boxes became bigger so that two 670 heavy duty tractor type batteries can fit in, one each side. I have and only need one. I trimmed and rebuilt the centre cover to suit the auto gear lever and diff lock/ high low lever. I fitted Nissan 1400 bakkie mirrors to the doors using the original holes, and had all the handles powder coated. The rear lower tailgate was disassembled, sand blasted and painted and re-assembled. Vehicle As the vehicle was received as a partial rebuild, finding all the appropriate replacement nuts and bolts was a real bother. Engine Crankshaft was broken, I got a new one from Diesel Dog Starter was dead - Got rebuilt I had to replace the timing chain because it was very loose, but it was only evident when the whole lot was fitted - I had to strip the front again to replace the chain. All glow plugs got burnt and 3 became trapped in the heads due to excessive pre-heating and inferior quality plugs. I managed to get them out after a battle. They where replaced with superior ones. The plugs got burnt because the engine failed to start after a short run period, I thought it was due to insufficient heating of the plugs. The actual reason was that the return line to the fuel tank was blocked solid, after cleaning it was found to be too small anyhow, so I drilled it full size. Building all the brackets for the PS pump, AC pump and alternator. Due to my unfamiliarity with the engine, I installed the valve spring rotators on the wrong valves, also the valve stem length was not checked - hey, I didn't know anything about rotators and hydraulic lifters! Anyhow, this all led to serious cylinder head damage to both heads after 15 000Km. Funny thing is I didn't notice a lack of power, only the smoke was getting shocking. After inspection i found that 3 of the 8 exhaust valves have virtually no valve seats to speak of. R 4000 and a VERY nasty learning curve/experience later it is going extremely well, very smooth and not a spot of smoke on cold start up or normal driving. Transmission Getting the gearbox to fit the engine, doing endless calculations and measurements only to later pull it all out and fit the original Chev 700R4 auto box. Fitting the Chev box took quite some doing as it needed a custom adapter to suit the transfer box, this adapter turned the transfer box clockwise so as to let the prop shaft clear the right-offset valve body of the 700 box. New mountings and fittings for the transfer box, difflock levers, oil cooler pipes, gear selector cable had to be made. The Exhaust silencer and under body needed to be cut and sealed to clear the hand brake drum. One huge mission all in all but worth every nasty word. Cooling Getting the radiator, coolers and air-con radiator to fit. Getting a suitable cowling to fit -which I removed later as it got bitten by the fan, made no difference as the fan is very close to the radiator. Finding a suitable thermostat in the general market. (Ford Courier V6) Fuel System I had problems with air getting into the system at higher revs, the problem was later found to be the fuel pump which was leaking and sucking air. I found a replacement at Midas. As mentioned in ENGINE above, the fuel tank return was blocked and too small, it was drilled out. Bodywork No problem - Clearance with the top air inlet hat was so close that I dented the bonnet with one of the inlet hat bolts being just too long on one occasion and the hose clamp on the inlet hose was at the top of the hose when the bonnet was closed, this caused a nasty dent in the bonnet from the inside. Police Clearance The vehicle was impounded by the police when we took it for clearance 3 weeks prior to the Range Rover 30th, since the chassis number plate was removed and re-fitted to have the front galvanized. The vehicle spent 2 weeks in an extremely dangerous location (wrt thievery, body damage, transmission damage etc) Description Supplier Cost Engine Diesel dog R8550 Gasket Set Diesel dog R599 Pistons Diesel Dog Bearings (main, rod, cam) Diesel Dog R832 Pin Bushings Diesel dog R600 Head bolts, Conrod bolts & nuts Diesel Dog Injector pump + 8 injectors Diesel City R2132 + R2280 Machine work, K liners, Repair heads (!) JB Engineering R3899 Balancing Dynamic Balancing R412 Starter Motor Mobielectrical R350 Glow Plugs AC-11G Gomers Diesel R416 Radiator National Core Manufacturers R2100 Engine & Gearbox oil coolers Cirrus Coolers R400 each EFI Gearbox Private R15000 Rear anti toll bar, A/C fans N1 Landy R1150 Adapter Ring and machining Gilo engineering and Rema industries R1100
Oil Burning. Ford’s 6.2-liter V-8 engine could begin to burn off some oil after you cross 100,000 miles on the truck’s odometer. However, that tends to only occur when owners stretch service
791 081 021 883 081 021 biuro@ Strefa Klienta Chevrolet Camaro SS V8 2010 33,500złplus koszty importu SPECYFIKACJA Opis modelu Wyposażenie ZAPAMIĘTAJ NUMER OFERTY: 697Używaj numeru oferty podczas kontaktu z nami. ZAMÓWIENIE Jeżeli są Państwo zainteresowani tym konkretnym ogłoszeniem, to zapraszamy do kontaktu z nami. Jeżeli potrzebne są dodatkowe informacje związane z danym samochodem, to w ramach naszych możliwości udzielimy ich telefonicznie, bądź za pośrednictwem poczty e-mail. Zainteresowani samochodem z tego ogłoszenia? Wykonajcie poniższe czynności: 2. PODPISZ UMOWĘJeśli Twoje konto jest już aktywne to możesz pobrać potrzebne dokumenty z TWOJEGO KONTA. Zapoznaj się z nimi, a gdy wszystko będzie zrozumiałe dla Ciebie, podpisz, zeskanuj i prześlij do nas. W razie pytań służymy szybką odpowiedzią. These Diesel Engines are predominantly GM based Diesel Engines, with the most popular being 6.2L Diesel Engines, 6.5L Diesel Engines, 6.5L Turbo-Diesel Engines and 6.6L Duramax Diesel Engines. Other Engines Available: Supercharged Small Block Engines. Supercharged Big Block Engines. Vortec Engines. Marine Engines. R6RY D Original Poster 299 posts 221 months Wednesday 25th July 2007 does anybody know where to get the fitting kitto put a gmc diesel into a range rover? i cant find samuria, who used to do them, Friday 27th July 2007 R6RY D said: does anybody know where to get the fitting kitto put a gmc diesel into a range rover? i cant find samuria, who used to do them, PM eliot he may know. He has a Chevy stuffed into his RR mechanicals in a Saturday 28th July 2007 Rory,I haven't seen any Samurai ad's for quite some time!Don't waste your time with th underpowered go for the later TDi, a far more suited had a Chevy Suburban. I could walk De Tomaso Longchamp GTS eliot 10,257 posts 234 months Saturday 28th July 2007 Adapters for chevys into range rovers appear on ebay from time to time. They are usally overfinch ones, where they attached to the existing zf 4 speed. I would think a big derv burner would kill that box with torque you want to use a GM tranny, info on adapters can be found here: chat about the conversion here: R6RY D Original Poster 299 posts 221 months Saturday 4th August 2007 thanks chaps for the help, going to lok into it futher eliot 10,257 posts 234 months Tuesday 7th August 2007 there's a derv and adapter on the bay right now. Tuesday 7th August 2007 That would be the Oldsmobile engine rather than a Chevy. I don't recall the figures but I don't think the hp and torque is significantly better than a TDI. The bolt pattern is also different, so the adapter couldn't be used for a Chevy diesel. eliot 10,257 posts 234 months Wednesday 8th August 2007 Wednesday 8th August 2007 Yes, that one. Not a Chevy, you can just see that the oil filter and starter are on the wrong a quick google they came as 105 - 125 hp and 200 - 225 lb/ft torque, and they are not renowned for economy. Thursday 9th August 2007 don't touch the v8 diesels- they are basically converted petrol V8s and as such don't enjoy the high compressio of the diesl- they are also hideously underpowered for a big very carefully before putting a huge torquey motor anywhere near a LR product. ZF4HP24 boxes are only good for a max of 310lb/ft and the earler ZF4HP22 are only good for 280. A big deiseasel should esaily produce this= destroyed boxes. The nose weight doesn't help, neither do the weak as cream cheese rover axles! i'd look at doing a different conversion completely if i was you- an LS1 can fit quite nicely and won't be a lot less economical than a big diesel. Have you looked at the engine? bucekts of torque, easy to fit and much lighter than the lum. Gassing Station | Engines & Drivetrain | Top of Page | What's New | My Stuff Posting Rules Here's what we found: The original '82 6.2L delivered 130 hp and 240 lb-ft torque. Our "new" 6.2L delivered 58 hp more than the stock engine did and 110 lb-ft of torque between 1,100 and 1,800 rpm1 day agorange rover sport v8 HSErange rover sport v8 day agorange rover sport v8 HSE | eBay£ 2,000Has 2 keys with it no hours ago2012 Range Rover V8 Westminster Halesowen, Dudley2012 Range Rover V8 hours agoRange rover sport autobiography 2010 V8 Twin TurboRange rover sport autobiography 2010 V8 Twin days ago2010 twin turbo V8 range rover sport very well maintained full service2010 twin turbo V8 range rover sport very well maintained full days ago2015 Range Rover (L405) SD V8 Vogue 80,000 miles2015 Range Rover (L405) SD V8 Vogue 80,000 days agoRange Rover sport v8 sport AutobiographyRange Rover sport v8 sport days agoRange rover sport autobiography 2010 V8 Twin TurboRange rover sport autobiography 2010 V8 Twin days agoRange rover Vogue V8 lumma CL R huge spec rareRange rover Vogue V8 lumma CL R huge spec days agoRange rover vouge overfinch 2011 V8 dieselRange rover vouge overfinch 2011 V8 days agoRange rover vouge overfinch 2011 V8 twin turbo diesel 400bhp NE311AT, Hebburn, South ShieldsRange rover vouge overfinch 2011 V8 twin turbo diesel days ago2010 range rover sport V8 diesel spares or repairs not non runner2010 range rover sport V8 diesel spares or repairs not non days ago2010 range rover sport V8 diesel spares or repairs not non runner | eBay Nottingham, Nottinghamshire£ 4,495Find many great new & used options and get the best deals for 2010 range rover sport V8 diesel spares or repairs not non runner at the best online prices... days agoRange Rover Vogue V8 Diesel Black Edition Automatic CV12 9LZ, Bulkington, WarwickshireRange Rover Vogue V8 Diesel Black Edition days ago2015 range rover land rover SD V8 Se Vogue svo body kit pan roof huge spec2015 range rover land rover SD V8 Se Vogue svo body kit pan roof huge days ago2009 09reg range rover Vogue TDI V8 diesel automatic long MOT 22"alloys2009 09reg range rover Vogue TDI V8 diesel automatic long MOT 22" days ago1986 range rover classic 200tdi PO189HF, Compton, West Sussex£ 2,500No mot! v8 auto converted to a 200tdi/lt77 box by the previous owner. Engine is absolutely spot on goes well will happily sit at 80mph. Tows well There... days ago2013 Range Rover vogue tdv8 auto NO swap px | eBay Worthing, West Sussex£ 28,5002013 80k with full history. The full v8 diesel. Nice clean example what it s needed it s got. Tons of power and great on fuel! I d be... days ago2011 range rover Vogue V8 turbo diesel2011 range rover Vogue V8 turbo days ago2011 range rover Vogue V8 turbo diesel2011 range rover Vogue V8 turbo days agoLandrover/range rover Vogue autobiography V8 dieselLandrover/range rover Vogue autobiography V8 days agoRange rover TD V8Range rover TD days agoRange Rover Sport v8 DRange Rover Sport v8 days ago2015 Range Rover Sport Autobiography SDV8 V8 Diesel2015 Range Rover Sport Autobiography SDV8 V8. 710 263 142 501 253 236 585 389
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