The crank and the block had not been used in a car (they had been used by a garage for practising engine assembly, apparently). However, one of the bores was scratched and so a re-bore was required and oversize Mahle pistons were fitted (these were used on the previous M-Series and some said they were stronger than the original T-series).
A modified inlet manifold (see below) was required to enable the throttle body to face the front (I think there was a rare Freelander manifold which did this as in that vehicle the installation was front to back, the only one of its kind from Rover). The inlet runners can be split so that it was possible to mate them to a new square section plenum (which was an alloy tube with plates welded on each end. An internal plate along the length of the plenum reducing the section towards the rear cylinder probably would have aided even mixture distribution.)
Below left, the alternator and power steering pump had to be repositioned. The water pump and power steering pump shared a housing on the other side of the engine originally. The water pump was replaced by a Davies-Craig electric pump and the power steering pump came from an SD1 which I fitted with a T-Series pulley. I used a smaller Japanese alternator, again, fitted with a Rover pulley. Below right shows the engine set up for testing with an SD1 2000 bell housing and an LT77 SD1 type gearbox.
Below, temporary tensioner for drive belt. This might not survive 6000 rpm!
Below, adapter for Japanese alternator. (From a Hyundai Lantra, I think.)
Below, new engine mounts made to fit the engine to a Rover SD1 subframe.