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[[Image:LR19JTurbo.JPG|thumb|A late Diesel Turbo engine, incorporating all the design changes.]]
[[Image:LR19JTurbo.JPG|thumb|A late Diesel Turbo engine, incorporating all the design changes.]]
Land Rover’s global sales collapsed during the early 1980s<ref>Taylor, 1988, p.71</ref>. This was mainly due to foreign competition offering larger, more powerful, more comfortable vehicles. Land Rover suffered from poor build quality and materials during the 1970s and by 1983 the then-current Series III model was distinctly outdated, despite recent improvements <ref>Hodder, 2000, p.84</ref>. Land Rover decided to focus the sales of its Ninety/One Ten/127 range on the UK and Europe, for which it required a diesel engine with significantly better performance than the 68-horsepower 2.5-litre type then in production. Project Falcon was started in 1984 to develop a turbocharged version of this engine <ref>Hodder, 2000, p.49</ref>. The resulting engine was Land Rover’s first production turbodiesel and their first engine to be given a marketing name- the Diesel Turbo <ref>Taylor, 1988, p.84</ref>, a name given to differentiate it from the [[VM Motori]]-built turbodiesel then being used in the [[Range Rover Classic|Range Rover]], which was sold as the 'Turbo D' <ref>Taylor, 1995, p.26</ref>. The Diesel Turbo, although essentially the same as the 2.5-litre diesel, had numerous additions and modifications to allow it to cope with the stresses of turbocharging. New pistons with Teflon-coated crowns and Nimonic steel exhaust valves were used to withstand higher combustion temperatures. The crankshaft was cross-drilled for improved strength and cooling. The block was modified to allow an oil feed/drain system to the turbocharger, and the cooling system was improved with an 8-bladed viscous fan and integral oil cooler. The engine was fitted with a high-capacity breather system to cope with the greater volumes of gas flow through the engine <ref>Dymock, 2006, p.132-covers all engineering changes/development of this engine</ref><ref>Taylor, 2007</ref>. Despite the inherent age of the design, it performed well in tests against its rivals and provided the vital blend of performance and economy the Land Rover had needed for many years <ref>Hodder, 2000, p.84</ref>. It was the first diesel model to match the petrol engine’s 4-ton towing limit and the first to be able to exceed the UK national speed limit of 70 MPH<ref>Taylor, 1988, p.85</ref>. However, early engines suffered several failures. Most serious were failed main and big-end bearings and splits or cracks in the block<ref>Dymock, 2006, p.132</ref>. In 1988 a new block and an improved design of bearing and bearing cap was fitted which solved these issues. The engine’s higher internal temperatures meant that the cooling system also had to be maintained to a much higher standard than the earlier engines. The engine also suffered in the hands of operators not used to the maintenance requirements of turbocharged engines, such as the need for regular oil changes and the use of a special grade of oil. Failure to heed these requirements led to turbo failure and internal damage such as cracked pistons (caused by localised overheating). Further changes were made in 1990, this time to the breather system to prevent oil being drawn into the air filter. Despite these issues, the Diesel Turbo was a strong seller. It was the standard engine for the UK and European markets and Land Rover’s sales increased after its introduction <ref>Taylor, 1988, p.89</ref><ref>Taylor, 1995, p.33</ref>. Time has shown that these engines can turn in long service lives if maintained as required- like many early turbodiesels, a lack of maintenance causes failure<ref>Hodder, 2000, p.125-6</ref>. .
Land Rover’s global sales collapsed during the early 1980s<ref>Taylor, 1988, p.71</ref>. This was mainly due to foreign competition offering larger, more powerful, more comfortable vehicles. Land Rover suffered from poor build quality and materials during the 1970s and by 1983 the then-current Series III model was distinctly outdated, despite recent improvements <ref>Hodder, 2000, p.84</ref>. Land Rover decided to focus the sales of its Ninety/One Ten/127 range on the UK and Europe, for which it required a diesel engine with significantly better performance than the 68-horsepower 2.5-litre type then in production. Project Falcon was started in 1984 to develop a turbocharged version of this engine <ref>Hodder, 2000, p.49</ref>. The resulting engine was Land Rover’s first production [[turbodiesel]] and their first engine to be given a marketing name- the Diesel Turbo <ref>Taylor, 1988, p.84</ref>, a name given to differentiate it from the [[VM Motori]]-built turbodiesel then being used in the [[Range Rover Classic|Range Rover]], which was sold as the 'Turbo D' <ref>Taylor, 1995, p.26</ref>. The Diesel Turbo, although essentially the same as the 2.5-litre diesel, had numerous additions and modifications to allow it to cope with the stresses of turbocharging. New pistons with Teflon-coated crowns and Nimonic steel exhaust valves were used to withstand higher combustion temperatures. The crankshaft was cross-drilled for improved strength and cooling. The block was modified to allow an oil feed/drain system to the [[turbocharger]], and the cooling system was improved with an 8-bladed [[viscous coupling|viscous]] fan and integral oil cooler. The engine was fitted with a high-capacity breather system to cope with the greater volumes of gas flow through the engine <ref>Dymock, 2006, p.132-covers all engineering changes/development of this engine</ref><ref>Taylor, 2007</ref>. Despite the inherent age of the design, it performed well in tests against its rivals and provided the vital blend of performance and economy the Land Rover had needed for many years <ref>Hodder, 2000, p.84</ref>. It was the first diesel model to match the petrol engine’s 4-ton towing limit and the first to be able to exceed the UK national speed limit of 70 MPH (112 KPH)<ref>Taylor, 1988, p.85</ref>. However, early engines suffered several failures. Most serious were failed main and big-end bearings and splits or cracks in the block<ref>Dymock, 2006, p.132</ref>. In 1988 a new block and an improved design of bearing and bearing cap was fitted which solved these issues. The engine’s higher internal temperatures meant that the cooling system also had to be maintained to a much higher standard than the earlier engines. The engine also suffered in the hands of operators not used to the maintenance requirements of turbocharged engines, such as the need for regular oil changes and the use of a special grade of oil. Failure to heed these requirements led to turbo failure and internal damage such as cracked pistons (caused by localised overheating). Further changes were made in 1990, this time to the breather system to prevent oil being drawn into the air filter. Despite these issues, the Diesel Turbo was a strong seller. It was the standard engine for the UK and European markets and Land Rover’s sales increased after its introduction <ref>Taylor, 1988, p.89</ref><ref>Taylor, 1995, p.33</ref>. Time has shown that these engines can turn in long service lives if maintained as required- like many early turbodiesels, a lack of maintenance causes failure<ref>Hodder, 2000, p.125-6</ref>. .


<ref>Dymock, 2006, p.132</ref><ref>Robson, 2003, p.79</ref><br />
<ref>Dymock, 2006, p.132</ref><ref>Robson, 2003, p.79</ref><br />
Line 113: Line 113:
===200Tdi (Engine Code 11L)===
===200Tdi (Engine Code 11L)===


In [[1989]] Land Rover had launched the [[Land Rover Discovery#Discovery Series I|Discovery]] its [[Range Rover Classic|Range Rover]]-based family 4x4 that quickly became Europe’s top-selling 4x4<ref>Dymock, 2006, p.162</ref>. One of the key reasons for its success was its ground-breaking [[turbodiesel]] engine. The 200Tdi was one of the first mass-produced direct-injection diesels<ref>Hodder, 2000, p.67</ref>, with the attendant improvements in power and efficiency that system brings. Developed under the codename ‘Gemini’, the 200Tdi was planned from the start to be used on all Land Rover’s products<ref>Taylor, 2007</ref>. For production reasons, it had to be machined on the existing machinery, so used the same block and crankshaft as the existing 2.5-litre diesel engines. It also used many ancillary parts used on the older engines</ref>Dymock, 2006, p.142</ref><ref>Hodder, 2000, p.68</ref>. However, it was a true break with the past. An [[aluminium]] [[alloy]] [[cylinder head]] reduced weight and noise, a new [[Robert Bosch GmbH|Bosch]] [[fuel injection|injection]] system gave improved running characteristics and better starting performance and an [[intercooler]] boosted power and efficiency further. Lessons learnt from the Diesel Turbo were included, such as the fitment of an inertial separator in the breather system to remove oil before crankcase gases were returned to the air intake. Initially turbocharged and [[naturally-aspirated engine|naturally-aspirated]] diesel versions and a [[carburettor]]-fed petrol version were to be produced. The direct-injection system meant that only machining of the injector sockets was needed to allow the fitment of spark plugs. However, the performance and economy of the turbodiesel version was such that the other variants were not produced <ref>Taylor, 2007</ref>. The 200Tdi was launched in the Discovery in 1989. It was then fitted to the utility Land Rover (renamed the [[Land Rover Defender#Defender|Defender]]) in late 1990<ref>Robson, 2003, p.96</ref>. For this application the engine was slightly de-tuned and various ancillary components such as the turbocharger had to be repositioned <ref>Dymock, 2006, p.134</ref>. In [[1992]] the engine was fitted to the [[Range Rover Classic|Range Rover]]. Although the older petrol and naturally-aspirated diesel units were theoretically still available, the 200Tdi had better performance and economy than any of them, and so dominated the sales figures <ref>Robson, 2003, p.99</ref>. It is still highly regarded by Land Rover enthusiasts and has established itself as a powerful and long-lived unit that with proper maintenance can exceed 300,000 miles of use <ref>Hodder, 2000, p.127</ref>.
In [[1989]] Land Rover had launched the [[Land Rover Discovery#Discovery Series I|Discovery]] its [[Range Rover Classic|Range Rover]]-based family 4x4 that quickly became Europe’s top-selling 4x4<ref>Dymock, 2006, p.162</ref>. One of the key reasons for its success was its ground-breaking [[turbodiesel]] engine. The 200Tdi was one of the first mass-produced direct-injection diesels<ref>Hodder, 2000, p.67</ref>, with the attendant improvements in power and efficiency that system brings. Developed under the codename ‘[[Gemini]]’, the 200Tdi was planned from the start to be used on all Land Rover’s products<ref>Taylor, 2007</ref>. For production reasons, it had to be machined on the existing machinery, so used the same block and crankshaft as the existing 2.5-litre diesel engines. It also used many ancillary parts used on the older engines<ref>Dymock, 2006, p.142</ref><ref>Hodder, 2000, p.68</ref>. However, it was a true break with the past. An [[aluminium]] [[alloy]] [[cylinder head]] reduced weight and noise, a new [[Robert Bosch GmbH|Bosch]] [[fuel injection|injection]] system gave improved running characteristics and better starting performance. An [[intercooler]] boosted power and efficiency further. Lessons learnt from the Diesel Turbo were included, such as the fitment of an inertial separator in the breather system to remove oil before crankcase gases were returned to the air intake. Initially turbocharged and [[naturally-aspirated engine|naturally-aspirated]] diesel versions and a [[carburettor]]-fed petrol version were to be produced. The direct-injection system meant that only machining of the injector sockets was needed to allow the fitment of spark plugs. However, the performance and economy of the turbodiesel version was such that the other variants were not produced <ref>Taylor, 2007</ref>. The 200Tdi was launched in the Discovery in 1989. It was then fitted to the utility Land Rover (renamed the [[Land Rover Defender#Defender|Defender]]) in late 1990<ref>Robson, 2003, p.96</ref>. For this application the engine was slightly de-tuned and various ancillary components such as the turbocharger had to be repositioned <ref>Dymock, 2006, p.134</ref>. In [[1992]] the engine was fitted to the [[Range Rover Classic|Range Rover]]. Although the older petrol and naturally-aspirated diesel units were theoretically still available, the 200Tdi had better performance and economy than any of them, and so dominated the sales figures <ref>Robson, 2003, p.99</ref>. It is still highly regarded by Land Rover enthusiasts and has established itself as a powerful and long-lived unit that with proper maintenance can exceed 300,000 miles of use <ref>Hodder, 2000, p.127</ref>.


<ref>Dymock, 2006, p.134</ref><ref>Robson, 2003, p.98</ref><br />
<ref>Dymock, 2006, p.134</ref><ref>Robson, 2003, p.98</ref><br />
Line 133: Line 133:
===300Tdi (Engine Codes 16L and 23L)===
===300Tdi (Engine Codes 16L and 23L)===


Although the 200Tdi engine had been an undoubted technological and sales success, it had certain limitations and flaws that needed to be rectified. Despite the numerous differences, it was still in essence a direct-injection version of the older Diesel Turbo engine <ref>Dymock, 2006, p.134</ref>. It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models <ref>Robson, 2003, p.106</ref>. A special version of the engine had to be produced to fit the Defender, and problems with premature bore wear in early models, and a weak head gasket had been identified<Hodder, 2000, p.114 + 127</ref>. The British Army (and some other military buyers) had not opted for the 200Tdi because it could not be fitted with a 24-volt generator for powering radio equipment- instead the Army continued to buy vehicles with 2.5-litre naturally-aspirated diesels <ref>Dymock, 2006, p.142</ref>. Upcoming [[European emission standards|European diesel emissions regulations]] (Euro I) meant that Land Rover would be forced to radically alter the engine anyway. The resulting development project (coded Romulus) produced the 300Tdi engine. Although externally very similar to its predecessor, 208 changes were made. These included modifications to the block, cylinder head, fuel injector system and ancillary systems. The crankshaft, pistons and connecting rods were significantly altered over the 200Tdi <ref>Robson, 2003, p.107- covers number and nature of design changes</ref>. . The most obvious external changes were the fitting of a rubber acoustic cover over the engine to reduce noise and the change to a single serpentine belt to drive the ancillaries instead of the multiple V-belts of the older engines. Emissions regulation included the fitting of an Exhaust Gas Recirculation system. Power and torque outputs remained the same, and the engine had been specifically designed to be compatible with all the models in the Land Rover range without any changes. This meant that the Defender engines were fitted in the same tune as the Discovery/Range Rover engines <ref>Dymock, 2006, p.142</ref>. . The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use <Hodder, 2000, p.128</ref>. It turned out that the Euro I emissions regulations were not as severe as Land Rover anticipated, and so the 300Tdi was able to remain in production until the introduction of the Euro III rules. When fitted to vehicles with an automatic transmission, power was increased to 122 horsepower to make up for the power losses in the transmission. These engines (designated 23L) had Bosch Electronic Diesel Control systems, where the mechanical injector system was controlled by a ‘fly-by-wire’ electronic throttle to reduce emissions <ref>Dymock, 2006, p.172</ref>. The 300Tdi was replaced in 1998 by the 5-cylinder Td5, bringing to an end the line of Land Rover 4-cylinder engines that can be traced back to 1957. The Td5 engine was loosely based on the Rover Group’s [[Rover L-Series engine|L-series diesel engine]]. The 300Tdi remained in production in Brazil, and was offered as an option on ‘Rest of World’ (non-UK/Europe) models. Following [[Ford Motor Company|Ford’s]] acquisition of Land Rover in [[2000]], the engine was used in [[Brazil|Brazilian]]-built Ford [[pick-up truck|pick-up trucks]] as well <ref>Taylor, 2007</ref>. Increasing emissions laws worldwide and falling sales led to production of the 300Tdi ending in 2006. A much-modified 2.8-litre version is still built by International Engines in Brazil, and is available as an after-market fitment to Land Rovers through specialist converters.
Although the 200Tdi engine had been an undoubted technological and sales success, it had certain limitations and flaws that needed to be rectified. Despite the numerous differences, it was still in essence a direct-injection version of the older Diesel Turbo engine <ref>Dymock, 2006, p.134</ref>. It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models <ref>Robson, 2003, p.106</ref>. A special version of the engine had to be produced to fit the Defender, and problems with premature bore wear in early models, and a weak [[head gasket]] had been identified<ref>Hodder, 2000, p.114 + 127</ref>. The British Army (and some other military buyers) had not opted for the 200Tdi because it could not be fitted with a 24-volt generator for powering radio equipment- instead the Army continued to buy vehicles with 2.5-litre naturally-aspirated diesels <ref>Dymock, 2006, p.142</ref>. Upcoming [[European emission standards|European diesel emissions regulations]] (Euro I) meant that Land Rover would be forced to radically alter the engine anyway. The resulting development project (coded [[Romulus]]) produced the 300Tdi engine. Although externally very similar to its predecessor, 208 changes were made. These included modifications to the [[cylinder block|block]], [[cylinder head]], [[fuel injection|fuel injector system]] and ancillary systems. The [[crankshaft]], [[piston|pistons]] and [[connecting rod|connecting rods]] were significantly altered over the 200Tdi <ref>Robson, 2003, p.107- covers number and nature of design changes</ref>. . The most obvious external changes were the fitting of a rubber acoustic cover over the engine to reduce noise and the change to a single serpentine belt to drive the ancillaries instead of the multiple V-belts of the older engines. Emissions regulation included the fitting of an Exhaust Gas Recirculation system. Power and torque outputs remained the same, and the engine had been specifically designed to be compatible with all the models in the Land Rover range without any changes. This meant that the Defender engines were fitted in the same tune as the Discovery/Range Rover engines <ref>Dymock, 2006, p.142</ref>. . The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use <ref>Hodder, 2000, p.128</ref>. It turned out that the Euro I emissions regulations were not as severe as Land Rover anticipated, and so the 300Tdi was able to remain in production until the introduction of the Euro III rules. When fitted to vehicles with an automatic transmission, power was increased to 122 horsepower to make up for the power losses in the transmission. These engines (designated 23L) had Bosch Electronic Diesel Control systems, where the mechanical injector system was controlled by a ‘fly-by-wire’ electronic throttle to reduce emissions <ref>Dymock, 2006, p.172</ref>. The 300Tdi was replaced in 1998 by the 5-cylinder Td5, bringing to an end the line of Land Rover 4-cylinder engines that can be traced back to 1957. The Td5 engine was loosely based on the Rover Group’s [[Rover L-Series engine|L-series diesel engine]]. The 300Tdi remained in production in Brazil, and was offered as an option on ‘Rest of World’ (non-UK/Europe) models. Following [[Ford Motor Company|Ford’s]] acquisition of Land Rover in [[2000]], the engine was used in [[Brazil|Brazilian]]-built Ford [[pick-up truck|pick-up trucks]] as well <ref>Taylor, 2007</ref>. Increasing emissions laws worldwide and falling sales led to production of the 300Tdi ending in 2006. A much-modified 2.8-litre version is still built by International Engines in Brazil, and is available as an after-market fitment to Land Rovers through specialist converters.


<ref>Dymock, 2006, p.140</ref><ref>Robson, 2003, p.98</ref><br />
<ref>Dymock, 2006, p.140</ref><ref>Robson, 2003, p.98</ref><br />

Revision as of 10:06, 23 February 2009

The British company Land Rover developed a series of 4-cylinder petrol and diesel engines for its 4x4 vehicles. Initially these used modified versions of standard Rover car petrol engines, but the need for dedicated in-house units was quickly realised. The first engine in the series was the 2-litre diesel of 1957, and this design was improved, expanded and modified over several versions, culminating in the 300Tdi of 1994, which ceased production in 2006. Over 1.2-million engines in the series have been built [1].

Some Land Rover engines have also been used in cars, vans and boats.

NOTE: This article only covers engines developed and produced specifically for Land Rover vehicles. It does not cover engines developed outside the company but used in its products, such as the Rover V8, the Rover IOE petrol engines or the current range of Ford/Jaguar-derived engines. The engines are listed below in the chronological order of their introduction.

Description and Specifications

2-litre diesel

Throughout the 1950s there was an increasing demand for a diesel-engined Land Rover[2]. Diesel technology had improved, making small-capacity high-speed engines practical. Diesel power had also become prominent in industrial and agricultural uses throughout the world, and fleet users of Land Rovers were often in the situation where their Land Rovers were the only petrol-engined vehicles in their fleet, making spares, servicing and fuel supply more complex[3]. The Rover Motor Company was in talks with Standard-Triumph in 1954. Standard were Britain’s pioneers of road-going small diesel engines with the 20C engine fitted to Ferguson tractors and the Standard Vanguard car (Britain’s first diesel car). Rover engineers were able to study Standard’s diesel designs as part of the pre-merger talks. The merger was called off, but Rover had gained vital experience and knowledge in developing small diesel engines[4][5]. The result was a ‘wet-liner’ 4-cylinder engine. Fuel injection equipment was from CAV, and the engine used Ricardo’s ‘Comet’ swirl chambers, but with Rover-developed ‘dimples’ to produce quieter and smoother running. Heater plugs were fitted to each combustion chamber to improve starting. [6].The engine was launched in the Land Rover in 1957.The vehicle had to have an extra 2-inches let into the chassis in the engine bay to enable the new engine to fit [7]. The engine’s power output and speed range was close enough to the existing petrol engine to allow the same transmission unit to be used on all vehicles [8].

[9][10]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,052cc (125.2 cu.)
Bore x Stroke: 85.7mm x 88.9mm (3.3 inches x 3.5 inches)
Compression Ratio: 22.5:1
Fuel Injection: CAV DPA rotary pump + CAV Pintaux injectors
Power: 51 BHP (31 kW) @ 3,500 RPM
Torque: 87 lb-ft (118 Nm) @ 2,000 RPM
Production: 1957-1962
Used In: Land Rover Series I + Series II

2.25-litre petrol (Engine Codes 10H, 11H and 13H)

The Series II Land Rover launched in 1958 was larger, heavier and more complex than the original, and there was an ever-present need for higher powered engines[11]. Also, the Rover petrol engines in use at the time, with the archaic Inlet-Over-Exhaust valve layout and were approaching 20-years old in design terms. A new, larger petrol engine specifically developed for the Land Rover was needed <Taylor, 1988, p.35</ref>. The existing 2-litre diesel engine was used as a basis, but with a radically changed internal structure [12]. The new engine was a ‘dry-liner’ type, and a wider bore was used to improve low-speed torque output[13]. Despite the numerous changes the petrol engine could use the same machining line as the diesel, establishing a design commonality between Land Rover’s petrol and diesel engines that would survive for decades [14][15]. The 2.25-litre petrol was the most popular engine option right up to the mid-1980s and established a world-wide reputation for reliability and longevity [16][17]. With proper maintenance these engines can easily survive more than 250,000 miles of service. The only major change to the design was the fitting of a 5-bearing crankshaft in 1980, which improved bottom-end strength and refinement [18]. Despite its utilitarian origins, the 2.25-litre petrol is a quiet, smooth-running engine, and this enabled Rover to fit it to their P4 saloon car as the Rover 80 [19]. Various power outputs were available for this engine depending on the compression ratio and the amount of emissions regulation equipment fitted [20][21].

[22][23]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,286cc (139.5 cu.)
Bore x Stroke: 90.47mm x 88.9mm (3.56 inches x 3.5 inches)
Compression Ratio: 7:1/8:1
Carburettor: Solex (up to 1971), Zenith (up to 1983), Weber (post-1983)[24]
Power: 74 BHP (55 kW) @ 4,200 RPM (in standard, non-emissions-controlled tune and 8:1 CR)
Torque: 120 lb-ft (162.5 Nm) @ 2,000 RPM (in standard, non-emissions-controlled tune and 8:1 CR)
Production: 1958-1985
Used In: Land Rover Series II, Series III + Ninety/One Ten/127also Rover P4 80[25]

2.25-litre diesel (Engine Code 10J)

The Series II Land Rover was a sales success, but there was still room for improvements. In 1962 the slightly-altered Series IIA was launched. As well as some suspension and steering system changes, the biggest update was an improved diesel engine <Taylor, 1988, p.40</ref>. This shared many parts with its petrol-fuelled sibling, including the block, valve gear, cooling systems and lubrication systems [26]. A forged crankshaft was used for added strength, and different pistons were needed[27]. The cylinder head used the same basic casting, but was very different internally, being in essence an updated version of that used on the original 2-litre engine, to which the new diesel bore a strong external resemblance. Like the 2.25-litre petrol, the 2.25-litre diesel was a dry-liner design. It was built on the same production line as the petrol engine and the flexibility of the basic design was much in evidence- for example, where the diesel engines had their fuel injector pumps, the petrol engine had its distributor fitted. Although it offered a modest improvement in power and a useful jump in torque, the main benefit of the new diesel engine was that it was much quieter and more efficient than the older unit [28]. It also proved to be much more reliable in service [29]. Like the petrol engine, the diesel was upgraded to a 5-bearing crankshaft in 1980. The engine was fitted to the FX4 ‘Black Cab’ between 1982 and 1985, and was adapted into a marine engine by Mercury of the USA and sold under the Mercruiser 165 name.

[30][31]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,286cc (139.5 cu.)
Bore x Stroke: 90.47mm x 88.9mm (3.56 inches x 3.5 inches)
Compression Ratio: 23:1
Fuel Injection: CAV DPA rotary pump + CAV Pintaux injectors
Power: 62 BHP (46 kW) 4,000 RPM
Torque: 103 lb-ft (139.5 Nm) @ 1,800 RPM
Production: 1962-1984
Used In: Land Rover Series II, Series III + One Ten, also Carbodies FX4 and sold as a Mercury marine engine. There is also evidence of the 10J engine being offered as a conversion for Volga saloon cars by a Belgium-based company [32].

2.5-litre diesel engine (Engine Code 12J, 13J, 14J and 15J)

Land Rover’s radically updated product line was launched in 1983. Initially only the long-wheelbase One Ten was available and it was sold with the same engine line-up as the preceding Series III model- 2.25-litre petrol and diesel engines and the 3.5-litre Rover V8[33][34]. However, Land Rover planned a series of rolling improvements[35]. Launched shortly before the short-wheelbase Ninety model in 1984 was a 2.5-litre diesel engine. This was little more than an updated version of the existing diesel unit[36] (at this time 22 years old). The stroke was lengthened to improve torque, and an updated cylinder head was used to reduce noise and emissions. A more modern injector pump improved fuel economy and an improved glow plug system improved cold-starting performance. The most significant change was the swapping of the chain-driven camshaft for one driven by a fibre toothed belt, which also drove the repositioned injector pump[37][38]. The drive vacated by the injector pump was used to power a vacuum pump for the brake servo system. To reduce engine weight, extensive use of aluminium castings was made for the cambelt case, vacuum pump, rocker cover and other parts[39]. Other small improvements were made such as the fitment of a spin-on cartridge oil filter instead of older, harder-to-change element type and the fitting of under-piston oil jets. In the mid 1980s Land Rover was part of the Land Rover Group, responsible for production of the Freight Rover van. The 2.5-litre diesel was fitted to the Freight Rover 300-series and the FX4 taxi (the engines for these applications had slight design changes, such as higher-mounted injector pumps and non-waterproof cambelt cases. They received the designations 14J and 15J respectively). The engine became a special-order only option after the introduction of turbodiesel engines (see below) but remained in production (and popular with military and some commercial buyers) until 1994 [40][41]. The British Army used this engine in the vast majority of the 20,000 Land Rovers it bought between 1985 and 1994[42]. A manufacturing flaw with pistons combined with Army maintenance practises (such as a tendency to over-fill the sump with oil) caused the engines to over-breathe and ingest their oil, leading to piston failure. Late military-spec engines had a centrifugal separator in the breather system, allowing excess oil to drain back to the sump. These engines were designated 13J.

[43][44]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495cc (152.2 cu.)
Bore x Stroke: 90.47mm x 97mm (3.56 inches x 3.81 inches)
Compression Ratio: 21:1
Fuel Injection: Lucas-CAV DPS rotary pump + CAV Pintaux injectors
Power: 68 BHP (50.7 kW) @ 4,200 RPM
Torque: 114 lb-ft (154 Nm) @ 1,800 RPM
Production: 1984-1994
Used In: Land Rover Ninety/One Ten/127 + Defender, also Freight Rover 300 and Carbodies FX4.

2.5-litre petrol engine (Engine Code 17H)

At the launch of the Ninety Land Rover had insisted that there would not be a 2.5-litre development of the petrol engine[45]. However, buyer demand and economics made the change inevitable. The larger petrol engine was launched in 1985 and, like its 2.25-litre predecessor it had much in common with the diesel engine[46]. The block was identical, as were most ancillary parts. The key difference was that the petrol engine retained its timing chain [47], since it lacked the need to drive an injector pump. The cylinder head was adapted to use unleaded fuel. As before, the engine was smooth and refined, and provided the Land Rover with adequate road performance[48]. However, as fuel prices rose and diesel engines improved sales of the petrol engines fell, especially in Europe. It remained a popular option in Africa and other areas where fuel prices or the simplicity of the engine made it an attractive option. It remained available until 1994; although by this time sales had dwindled to almost nothing in the face of a new generation of refined diesel engines[49][50].

[51][52]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,495cc (152.2 cu.)
Bore x Stroke: 90.47mm x 97mm (3.56 inches x 3.81 inches)
Compression Ratio: 8:1
Carburettor: Weber
Power: 83BHP (61.8 kW) @ 4,200 RPM
Torque: 133 lb-ft (180 Nm) @ 2,000 RPM
Production: 1985-1994
Used In: Land Rover Ninety/One Ten/127+Defender

Diesel Turbo (Engine Code 19J)

A late Diesel Turbo engine, incorporating all the design changes.

Land Rover’s global sales collapsed during the early 1980s[53]. This was mainly due to foreign competition offering larger, more powerful, more comfortable vehicles. Land Rover suffered from poor build quality and materials during the 1970s and by 1983 the then-current Series III model was distinctly outdated, despite recent improvements [54]. Land Rover decided to focus the sales of its Ninety/One Ten/127 range on the UK and Europe, for which it required a diesel engine with significantly better performance than the 68-horsepower 2.5-litre type then in production. Project Falcon was started in 1984 to develop a turbocharged version of this engine [55]. The resulting engine was Land Rover’s first production turbodiesel and their first engine to be given a marketing name- the Diesel Turbo [56], a name given to differentiate it from the VM Motori-built turbodiesel then being used in the Range Rover, which was sold as the 'Turbo D' [57]. The Diesel Turbo, although essentially the same as the 2.5-litre diesel, had numerous additions and modifications to allow it to cope with the stresses of turbocharging. New pistons with Teflon-coated crowns and Nimonic steel exhaust valves were used to withstand higher combustion temperatures. The crankshaft was cross-drilled for improved strength and cooling. The block was modified to allow an oil feed/drain system to the turbocharger, and the cooling system was improved with an 8-bladed viscous fan and integral oil cooler. The engine was fitted with a high-capacity breather system to cope with the greater volumes of gas flow through the engine [58][59]. Despite the inherent age of the design, it performed well in tests against its rivals and provided the vital blend of performance and economy the Land Rover had needed for many years [60]. It was the first diesel model to match the petrol engine’s 4-ton towing limit and the first to be able to exceed the UK national speed limit of 70 MPH (112 KPH)[61]. However, early engines suffered several failures. Most serious were failed main and big-end bearings and splits or cracks in the block[62]. In 1988 a new block and an improved design of bearing and bearing cap was fitted which solved these issues. The engine’s higher internal temperatures meant that the cooling system also had to be maintained to a much higher standard than the earlier engines. The engine also suffered in the hands of operators not used to the maintenance requirements of turbocharged engines, such as the need for regular oil changes and the use of a special grade of oil. Failure to heed these requirements led to turbo failure and internal damage such as cracked pistons (caused by localised overheating). Further changes were made in 1990, this time to the breather system to prevent oil being drawn into the air filter. Despite these issues, the Diesel Turbo was a strong seller. It was the standard engine for the UK and European markets and Land Rover’s sales increased after its introduction [63][64]. Time has shown that these engines can turn in long service lives if maintained as required- like many early turbodiesels, a lack of maintenance causes failure[65]. .

[66][67]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Cast Iron
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495cc (152.2 cu.)
Bore x Stroke: 90.47mm x 97mm (3.56 inches x 3.81 inches)
Compression Ratio: 21:1
Fuel Injection: Lucas-CAV DPS rotary pump + CAV Pintaux injectors
Induction: Garrett T2 turbocharger
Power: 85 BHP (63.3 kW) @ 4,250 RPM
Torque: 150 lb-ft (203 Nm) @ 1,800 RPM
Production: 1986-1990
Used In: Land Rover Ninety/One Ten/127, Land Rover Llama prototype.

200Tdi (Engine Code 11L)

In 1989 Land Rover had launched the Discovery its Range Rover-based family 4x4 that quickly became Europe’s top-selling 4x4[68]. One of the key reasons for its success was its ground-breaking turbodiesel engine. The 200Tdi was one of the first mass-produced direct-injection diesels[69], with the attendant improvements in power and efficiency that system brings. Developed under the codename ‘Gemini’, the 200Tdi was planned from the start to be used on all Land Rover’s products[70]. For production reasons, it had to be machined on the existing machinery, so used the same block and crankshaft as the existing 2.5-litre diesel engines. It also used many ancillary parts used on the older engines[71][72]. However, it was a true break with the past. An aluminium alloy cylinder head reduced weight and noise, a new Bosch injection system gave improved running characteristics and better starting performance. An intercooler boosted power and efficiency further. Lessons learnt from the Diesel Turbo were included, such as the fitment of an inertial separator in the breather system to remove oil before crankcase gases were returned to the air intake. Initially turbocharged and naturally-aspirated diesel versions and a carburettor-fed petrol version were to be produced. The direct-injection system meant that only machining of the injector sockets was needed to allow the fitment of spark plugs. However, the performance and economy of the turbodiesel version was such that the other variants were not produced [73]. The 200Tdi was launched in the Discovery in 1989. It was then fitted to the utility Land Rover (renamed the Defender) in late 1990[74]. For this application the engine was slightly de-tuned and various ancillary components such as the turbocharger had to be repositioned [75]. In 1992 the engine was fitted to the Range Rover. Although the older petrol and naturally-aspirated diesel units were theoretically still available, the 200Tdi had better performance and economy than any of them, and so dominated the sales figures [76]. It is still highly regarded by Land Rover enthusiasts and has established itself as a powerful and long-lived unit that with proper maintenance can exceed 300,000 miles of use [77].

[78][79]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Aluminium Alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495cc (152.2 cu.)
Bore x Stroke: 90.47mm x 97mm (3.56 inches x 3.81 inches)
Compression Ratio: 19:1
Fuel Injection: Bosch VE rotary pump + Bosch two-stage injectors
Induction: Garrett T25 turbocharger
Power: 111 BHP (82.7 kW) @ 4,250 RPM (Discovery + Range Rover)
107 BHP (79.7 kW ) @ 3,900 RPM (Defender)
Torque: 195 lb-ft (264.0 Nm) @ 1,800 RPM (Discovery + Range Rover)
188 lb-ft (254.6 Nm) @ 1,800 RPM (Defender)
Production: 1989-1994
Used In: Land Rover Defender, Discovery + Range Rover

300Tdi (Engine Codes 16L and 23L)

Although the 200Tdi engine had been an undoubted technological and sales success, it had certain limitations and flaws that needed to be rectified. Despite the numerous differences, it was still in essence a direct-injection version of the older Diesel Turbo engine [80]. It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models [81]. A special version of the engine had to be produced to fit the Defender, and problems with premature bore wear in early models, and a weak head gasket had been identified[82]. The British Army (and some other military buyers) had not opted for the 200Tdi because it could not be fitted with a 24-volt generator for powering radio equipment- instead the Army continued to buy vehicles with 2.5-litre naturally-aspirated diesels [83]. Upcoming European diesel emissions regulations (Euro I) meant that Land Rover would be forced to radically alter the engine anyway. The resulting development project (coded Romulus) produced the 300Tdi engine. Although externally very similar to its predecessor, 208 changes were made. These included modifications to the block, cylinder head, fuel injector system and ancillary systems. The crankshaft, pistons and connecting rods were significantly altered over the 200Tdi [84]. . The most obvious external changes were the fitting of a rubber acoustic cover over the engine to reduce noise and the change to a single serpentine belt to drive the ancillaries instead of the multiple V-belts of the older engines. Emissions regulation included the fitting of an Exhaust Gas Recirculation system. Power and torque outputs remained the same, and the engine had been specifically designed to be compatible with all the models in the Land Rover range without any changes. This meant that the Defender engines were fitted in the same tune as the Discovery/Range Rover engines [85]. . The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use [86]. It turned out that the Euro I emissions regulations were not as severe as Land Rover anticipated, and so the 300Tdi was able to remain in production until the introduction of the Euro III rules. When fitted to vehicles with an automatic transmission, power was increased to 122 horsepower to make up for the power losses in the transmission. These engines (designated 23L) had Bosch Electronic Diesel Control systems, where the mechanical injector system was controlled by a ‘fly-by-wire’ electronic throttle to reduce emissions [87]. The 300Tdi was replaced in 1998 by the 5-cylinder Td5, bringing to an end the line of Land Rover 4-cylinder engines that can be traced back to 1957. The Td5 engine was loosely based on the Rover Group’s L-series diesel engine. The 300Tdi remained in production in Brazil, and was offered as an option on ‘Rest of World’ (non-UK/Europe) models. Following Ford’s acquisition of Land Rover in 2000, the engine was used in Brazilian-built Ford pick-up trucks as well [88]. Increasing emissions laws worldwide and falling sales led to production of the 300Tdi ending in 2006. A much-modified 2.8-litre version is still built by International Engines in Brazil, and is available as an after-market fitment to Land Rovers through specialist converters.

[89][90]
Layout: 4-cylinder, in-line
Block/Head: Cast Iron/Aluminium Alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495cc (152.2 cu.)
Bore x Stroke: 90.47mm x 97mm (3.56 inches x 3.81 inches)
Compression Ratio: 19:1
Fuel Injection: Bosch VE rotary pump + Bosch two-stage injectors (with Bosch EDC system on versions with automatic transmission)
Induction: Allied Signal T25 turbocharger
Power: 111 BHP (82.7 kW) @ 4,250 RPM (versions with manual transmission)
122 BHP (90.9 kW) @ 4,250 RPM (versions with automatic transmission)

Torque: 195 lb-ft (264.0 Nm)@ 1,800 RPM (versions with manual transmission)
210 lb-ft (284.4 Nm)@ 1,800 RPM (versions with automatic transmission)

Production: 1994-2006
Used In: Land Rover Defender, Discovery + Range Rover, also various Brazil-assembled Ford pickup trucks.

References

  1. ^ Based on minimum estimate from production figures accumulated from sources listed below, mainly Taylor (1988) and Dymock (2006)
  2. ^ Dymock, 2006, p.92
  3. ^ Taylor, 1988, p.30
  4. ^ Robson, 2003, p.33
  5. ^ Taylor, 1988, p. 31
  6. ^ Robson, 2003, p.33
  7. ^ Taylor, 1988, p.32
  8. ^ Taylor, 1988, p.29, quoting Rover brochure
  9. ^ Robson, 2003, p.38
  10. ^ Dymock, 2006, p.92
  11. ^ Taylor, 2007
  12. ^ Robson, 2003, p. 37
  13. ^ Dymock, 2006, p. 96
  14. ^ Robson, 2003, p. 37
  15. ^ Taylor, 2007
  16. ^ Hodder, 2000, p. 120
  17. ^ Taylor, 2007
  18. ^ Hodder, 2000, p. 119-applies to mileage life and crankshaft modification
  19. ^ Dymock. 2006, p. 96
  20. ^ USA magazine 'Popular Imported Cars' quoted 65 BHP for an emissions-controlled engine in a Jan. 1974 test.
  21. ^ Dymock, 2006 quotes as much as 81 BHP in a few instances.
  22. ^ Robson, 2003, p.38
  23. ^ Taylor, 2007
  24. ^ Hodder, 200
  25. ^ Dymock, 2006, p. 128
  26. ^ Taylor, 1988, p.40-41
  27. ^ Land Rover Series III Workshop Manual, p. 04-1 details shared components and differences
  28. ^ Taylor, 1988, p. 41
  29. ^ Taylor, 2007
  30. ^ Dymock, 2006, p. 98
  31. ^ Robson, 2003, p.38
  32. ^ Taylor, 1988, p.53
  33. ^ Dymock, 2006, p. 124
  34. ^ Taylor, 2007
  35. ^ Hodder, 2000, p. 40
  36. ^ Taylor, 1988, p. 76 + 78
  37. ^ Land Rover Workshop Manual
  38. ^ Taylor, 1995, p.18
  39. ^ Taylor, 1988, p. 76
  40. ^ Robson, 2003, p. 98-99
  41. ^ Land Rover Workshop Manual
  42. ^ Dymock. 2006, p.198
  43. ^ Robson, 2003, p. 98
  44. ^ Dymock, 2006, p.129
  45. ^ Taylor, 1988, p.82
  46. ^ Robson, 2003, p.88- confirms initial denial of 2.5-litre petrol and describes petrol/diesel parts commonality
  47. ^ Hodder, 2000, p.114
  48. ^ Robson, 2003, p.88
  49. ^ Taylor, 1995, p.33
  50. ^ Taylor, 2007
  51. ^ Robson, 2003, p.78
  52. ^ Dymock, 2006, p.128
  53. ^ Taylor, 1988, p.71
  54. ^ Hodder, 2000, p.84
  55. ^ Hodder, 2000, p.49
  56. ^ Taylor, 1988, p.84
  57. ^ Taylor, 1995, p.26
  58. ^ Dymock, 2006, p.132-covers all engineering changes/development of this engine
  59. ^ Taylor, 2007
  60. ^ Hodder, 2000, p.84
  61. ^ Taylor, 1988, p.85
  62. ^ Dymock, 2006, p.132
  63. ^ Taylor, 1988, p.89
  64. ^ Taylor, 1995, p.33
  65. ^ Hodder, 2000, p.125-6
  66. ^ Dymock, 2006, p.132
  67. ^ Robson, 2003, p.79
  68. ^ Dymock, 2006, p.162
  69. ^ Hodder, 2000, p.67
  70. ^ Taylor, 2007
  71. ^ Dymock, 2006, p.142
  72. ^ Hodder, 2000, p.68
  73. ^ Taylor, 2007
  74. ^ Robson, 2003, p.96
  75. ^ Dymock, 2006, p.134
  76. ^ Robson, 2003, p.99
  77. ^ Hodder, 2000, p.127
  78. ^ Dymock, 2006, p.134
  79. ^ Robson, 2003, p.98
  80. ^ Dymock, 2006, p.134
  81. ^ Robson, 2003, p.106
  82. ^ Hodder, 2000, p.114 + 127
  83. ^ Dymock, 2006, p.142
  84. ^ Robson, 2003, p.107- covers number and nature of design changes
  85. ^ Dymock, 2006, p.142
  86. ^ Hodder, 2000, p.128
  87. ^ Dymock, 2006, p.172
  88. ^ Taylor, 2007
  89. ^ Dymock, 2006, p.140
  90. ^ Robson, 2003, p.98

Bibliography

  • Dymock, E, 2006, The Land Rover File, Dove Publishing, ISBN 0-9534142-8-0
  • Hodder, M, 2000, You & Your: Land Rover Ninety, One Ten & Defender, Haynes Publishing, ISBN 1-85960-667-9
  • Robson, G, 2003, Land Rover: Series One to Freelander, Crowood Press, ISBN 1-86126-558-1
  • Taylor, J, 1988, The Land Rover, A Collector's Guide, 1948-1988, Motor Racing Publications (4th Edition), ISNM 0-947981-25-X
  • Taylor, J, 1995, Land Rover 90 and 110 1983-1990, Owners and Buyers Guide, Yesteryear Books, ISBN 1-873078-17-X
  • Taylor, J, 2007, Land Rover: 60 Years of the 4x4 Workhorse, Crowood Press, ISBN 978-1801269652

Reprints of contemporary Road Tests as published in:

  • Land Rover Series III 1971-1985, published by Brooklands Books

Official Publications:

  • Land Rover Series III Repair Operations Manual, 1981, Land Rover Ltd. (LR Part Number: AKM3648)
  • Land Rover 90/110/Defender Workshop Manual, re-published edition by Brooklands Books 2008 (LR Part Number: SLR621EM)
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