This kit is no longer available for purchase. The following details are for information ONLY   

This engine comes from many vehicles, the best donor vehicle being the Leyland Daf 400 series van. (LDV). Engines can be used from other vehicles but these will need sumps etc to be changed, usually to LDV items. There is a vast range on this engine and conversion with 7 variations on the engine and 26 models of Land Rover! There are no chassis or bulkhead mod’s required, with the exception of a bulkhead mod on a Turbo 2.3/2.5 ltr into a 6 cylinder LWB. You will need to inform your insurance company of any alterations to the vehicle, you may have to move insurance companies as some companies do not allow major alterations.

The Peugeot gives excellent fuel consumption and is quite lively, the 2.3 engine will give similar performance to the 2.25 petrol, and the 2.5 ltr is quite an improvement on the Land Rover engines. The Turbo engines are quite nippy.

Basic Conversion Kit contains:

  • • Cast aluminium alloy flywheel housing
  • • Spigot bush adaptor & bush
  • • 1 pair engine mounting brackets for engine
  • • 1 pair engine mounting rubbers, nuts & washers
  • • 1 set radiator hoses (6 pieces) & Hose clips (for hoses please state if S2A or S3 type radiator)
  • • 1 accelerator cable and fittings (state donor vehicle for correct one)
  • • All fixing bolts required
  • • Location dowels
  • • Comprehensive easy to follow fitting instructions


Peugeot 2.3 and 2.5 ltr non turbo and turbo engines
can be fitted from the following vehicles:
  • Peugeot
  • Peugeot
  • Peugeot
  • Ford
  • Ford
  • Leyland Daf
  • 2.3 Ltr XD2
  • 2.5 Ltr XD3
  • 2.5 turbo XD3T
  • 2.5 ltr
  • 2.5 ltr
  • 2.5 ltr turbo/non-turbo
  • 504, 505 & 604
  • 505 1982 onwards
  • 505 1985 onwards & 604 1983 onwards
  • Granada MK2 & 3, Scorpio shape
  • Sierra
  • Sherpa 400 series 1989-1998
  • sloping sump
  • sloping sump
  • sloping sump
  • sump large T shape
  • sump large T shape
  • twin rear wheels

Note. Some cars are fitted with 2.1 ltr engines. This is NOT suitable for the conversion, as it is far too under powered for a Land Rover. It has a 6 bolt crank, with clamp on injectors, 96 tooth ring gear. It was fitted into early Peugeot cars and the early Granada MK2.

Identification of engines is not easy once they are out of the vehicles. Basic code letters and numbers will identify what capacity the engine is as described as above. The letters are usually found CAST into the cylinder head behind the no. 2 injector. However the sump usually indicates which vehicle the engine is from

Early Peugeot XD2 2.3 ltr engines have clamps holding in the injectors and a 6 bolt crank (see summary of installation). Later 2.3 engines and all 2.5 ltr engines have screw in injectors and 8 bolt cranks. Later 2.5 Ltr XD3 engines have webs cast into the cylinder head near the injectors. However not all XD3 engines have XD3 cast into the head.

If unclear about an engine, take the number and note if from a Peugeot or a Ford and contact the main agent for positive identification.

Engines fitted into Peugeot cars are on a slope; engines fitted into Ford cars stand upright and have a T shape sump, also the LDV Sherpa engine stands upright in the vehicle.

Sumps and alternator brackets vary from model or type of car. On the Peugeot and Ford engines, the sump, oil pick up and dipstick and dipstick tube will require modifying for Land Rover installation. These are best sourced from the Leyland Daf 400 engine.

Odd early 2.3 Peugeot cars had 96 tooth ring gears and 6 bolt cranks, screw in type injectors. The starter motor and the ring gear must be changed if they aren’t the correct types. We can supply these. Also the large outer lip on the flywheel will need machining off.

Most Leyland Daf 400 engines and later Peugeot car engines may have an 11 tooth starter pinion, this will have to be changed to a PARIS RHONE or VALEO 10 tooth pinion starter motor or a 10 tooth starter pinion. This is because the larger 11 tooth will not fit properly and will cause premature starter failure. We can supply an 11 tooth pinion. See Price List

The fan will have to be discarded on all of the engines, as it is either too low or offset. An electric fan needs to be used in its place. See “other parts required”

When removing the engine from the donor vehicle retain the following parts: fuel filter and hand primer assembly.Advice:
If you are planning to install a used engine, if possible run the engine for half an hour or so to bring the engine up to running temperature. If possible road test it as well.

The engine should require approximately 10 – 15 seconds on pre-heat, most vehicles have timers. It should start from cold quite easily after this. It should not produce too much smoke from the exhaust, but some smoke is permissible, this should be minimal when hot. When the engine is running, pull off an emission breather pipe and see how much smoke is being produced, there will be a small amount. If there were a lot of smoke this would indicate worn piston rings and valve stems & guides. When the engine is hot run the engine up to approximately 1500 RPM and blip the throttle, a few times to listen for any crankshaft knock or rumbling. There should be no crankshaft noise, if there is this would indicate worn crankshaft and bearings.

Most engines have a water jacket type oil cooler under the oil filter. Take note how this is piped up before removal of the engine.

Most turbo engines have oil to air oil coolers. Most original oil coolers are either far too small or too large for Land Rover applications. We can supply a 19-row oil cooler with piping, suitable for this conversion.

I have designed this Peugeot diesel engine conversion for 7 different Peugeot engine into 26 models of Land Rover, as you can appreciate not an easy task. I have always tried to make my conversion kits comprehensive so that when you start the job you have the parts required. They have also been designed with the DIY man in mind. STEVE PARKER

The Peugeot Diesel conversion for both turbo and non turbo engines has been designed in such a way that no welding or machining to the Land Rover is required, it will fit most 4 & 6 cylinder engine models from 1954 86″ S1 up to and including 1983 S3 models. LWB 6 cyl S2A-S3 models, when fitting turbo engines into these models you will have to alter the bulkhead on the right hand side to accommodate the turbo. There is a panel available in the kit to make this modification as easy as possible and it can be done without welding if required.

Our basic kits include as many parts as possible all those parts that people would spend time trying to find, e.g. accelerator cable and associated fittings etc, all to make the conversion easier and more reliable.

With this conversion, electric fan are required, the standard Kenlowe 13″ is usually sufficient. However if your Land Rover is to be fitted with a turbo diesel it is essential to use the 16″ heavy duty fan.

Leyland Daf 400 (Sherpa) engines are the most suitable engine for the conversion as the sump is the correct shape for fitting into the Land Rover, however the flywheels will need redrilling to accept the Land Rover 9 ½” diaphragm type clutch. A Land Rover diesel antirattle plate must be used. Some of these engines were fitted with an eleven tooth starter pinion and needs changing to the 10 tooth pinion which we can supply.

Peugeot Engines and Ford: can be used as stated earlier, but the sumps need changing to the Sherpa (Leyland Daf 400) type (we can supply these)

Early 2.3 Ltr XD2 engines with clamp injectors have 6 bolts crank/flywheel and a 96 tooth ring gear. This engine is more difficult to fit. The starter motor pinion will need to be changed to the Paris Rhone or Valeo type which have a 10 tooth pinion. Also the ring gear will need changing to the later type with 146 teeth, (we can supply this). Also the larger outer lip of the flywheel will need machining off, flush with the flywheel face. We can Redrill the flywheel for you if required. We have a drilling jig specially made for this purpose.

As with most engine conversions, exhausts are always a problem. We have exhaust systems available for most combinations of Land Rovers models including left hand drive models. See Price List

We recommend for the 2.3 & 2.5 Ltr non-turbo engines the full 2″ dia. Pipe exhaust system should be used. Although only one silencer is used, it is not very restrictive, but still keeps noise levels down. For turbo engines our big bore exhaust is a must, being specially made by us with one low restriction high sound absorbing silencer and 2 ¼ dia piping. A special turbo outlet is required and is supplied with the exhaust systems.

All the above exhaust systems are supplied with all the fittings that do not exist on your Land Rover, complete with bolts and instructions. All our exhausts carry an 18 month warranty from the invoice date, (subject to the usual conditions of the exhaust being hung correctly). All exhausts are mounted as high in the chassis as possible to avoid damage whilst off road

If the Land Rover being converted is currently petrol, a hand primer and a diesel fuel filter will be required. To keep costs down, these could be obtained from the donor vehicle. However if required we could supply these items.

Petrol S3 Land Rover, a heater plug push button switch and relay will be required. This is cheaper and easier than fitting a diesel starter switch.

Petrol S1, 2 & 2A models: it is better to fit the S2A ignition/heater/starter switch.

Diesel model Land Rovers will not require any extra parts for the heater plugs, but will require a hand primer for the fuel filter. One from the donor car can supply the bolt on type.

Petrol model Land Rovers will require a fuel return pipe and a modification to the fuel tank to accept the return connection

S1, 2 & early S2A’s up to 1967 will require converting to negative earth.

All models fitted with a dynamo will require the wiring altering to accept an alternator. Full details are in the instructions.

Petrol model Land Rovers may require a heavy-duty battery for cold weather starts. It is possible to get this type of battery to fit into the existing battery tray.

Petrol models will require Larger battery and earth cables

Petrol models should NOT require heavy duty springs, as the Peugeot diesels are a similar weight to the original petrol engine.

When installing non turbo engines, the standard Land Rover oil bath air filter can be used.

When installing turbo engines there is the risk with the turbo engines of the oil being drawn through the air filter and the engine trying to run on this oil. So we manufacture a paper element type air filter capable of taking either an air intake silencer or a snorkel pipe if required. The air filter will fit into the original air filter holder. We can supply a rubber pipe to the turbo inlet, A hole will need to be cut into the air filter holder base plate. This is to accommodate the air filter outlet. The air filter comes with the paper element and is a standard Land Rover part for easy servicing.