Land Rover is a British car manufacturer headquartered in Gaydon, United Kingdom which specialises in four-wheel-drive vehicles. It is owned by Indian company Tata Motors, forming part of its Jaguar Land Rover subsidiary. It is the second-oldest four-wheel-drive car brand in the world (after Jeep).

Land Rover originated as one specific vehicle, originally known just as the Land Rover, launched by Rover Company in 1948, and developed into a marque encompassing a range of four-wheel-drive models, including the Defender, Discovery, Freelander, Range Rover and Range Rover Sport. Land Rovers are currently assembled in Halewood and Solihull, with research and development primarily taking place in Gaydon. Land Rover sold 194,000 vehicles worldwide in 2009.

Land Rover has had several owners during its history. In 1967 the Rover Company became part of Leyland Motor Corporation and in 1968 Leyland Motor Corporation itself merged with British Motor Holdings to form British Leyland. In the 1980s British Leyland was broken-up and in 1988 Rover Group, including Land Rover, was acquired by British Aerospace. In 1994 Rover Group was acquired by BMW. In 2000 Rover Group was broken-up by BMW and Land Rover was sold to Ford Motor Company, becoming part of its Premier Automotive Group. In June 2008 Ford sold both Land Rover and Jaguar Cars to Tata Motors.

Timeline

1948: Land Rover is designed by the Wilks Brothers and is manufactured by the Rover Car Company
1948: the Land Rover Series 1 was launched at the Amsterdam motor show
1958: Series II launched
1961: Series IIA began production
1967: Rover becomes part of Leyland Motors Ltd, later British Leyland (BL) as Rover Triumph
1970: Introduction of the Range Rover
1971: Series III launched
1975: BL collapses and is nationalised, publication of the Ryder Report recommends that Land Rover be split from Rover and be treated as a separate company within BL and becomes part of the new commercial vehicle division called the Land Rover Leyland Group
1976: One-millionth Land Rover leaves the production line
1978: Land Rover Limited formed as a separate subsidiary of British Leyland
1980: Rover car production ends at Solihull with the transfer of SD1 production to Cowley, Oxford; Solihull is now exclusively for Land Rover manufacture. 5-door Range Rover introduced.
1983: Land Rover 90 (Ninety)/110 (One-Ten)/127 (renamed Defender in 1990) introduced
1986: BL plc becomes Rover Group plc; Project Llama started
1988: Rover Group is privatised and becomes part of British Aerospace, and is now known simply as Rover
1986: Range Rover is introduced to the U.S market in April 1986
1989: Introduction of the Discovery
1994: Rover Group is taken over by BMW. Introduction of second-generation Range Rover. (The original Range Rover was continued under the name 'Range Rover Classic' until 1995)
1997: Land Rover introduces the Special Edition Discovery XD with AA Yellow paint, subdued wheels, SD type roof racks, and a few other off-road upgrades directly from the factory. Produced only for the North American market, the Special Vehicles Division of Land Rover created only 250 of these bright yellow SUV's. Official formation of the Camel Trophy Owners Club by co-founders Neill Browne, Pantelis Giamarellos and Peter Sweetser.
1997: Introduction of the Freelander
1998: Introduction of the second generation of Discovery
2000: BMW breaks up the Rover Group and sells Land Rover to Ford for £1.8 billion
2002: Introduction of third-generation Range Rover
2005: Land Rover 'founder' Rover, collapses under the ownership of MG Rover Group
2004: Introduction of the third-generation Discovery/LR3
2005: Introduction of Range Rover Sport
2005: Adoption of the Jaguar AJ-V8 engine to replace the BMW M62 V8 in the Range Rover
2006: Announcement of a new 2.4 litre diesel engine, 6-speed gearbox, dash and forward-facing rear seats for Defender. Introduction of second generation of Freelander (Freelander 2). Ford acquires the Rover trademark from BMW, who previously licensed its use to MG Rover Group
8 May 2007: 4,000,000th Land Rover rolls off the production line, a Discovery 3 (LR3), donated to The Born Free Foundation
12 June 2007: Announcement from the Ford Motor Company that it plans to sell Land Rover and also Jaguar Cars
August 2007: India's Tata Motors and Mahindra and Mahindra as well as financial sponsors Cerberus Capital Management, TPG Capital and Apollo Management expressed their interest in purchasing Jaguar Cars and Land Rover from the Ford Motor Company.
26 March 2008: Ford agreed to sell their Jaguar Land Rover operations to Tata Motors.
2 June 2008:Tata Motors finalised their purchase of Jaguar and Land Rover from Ford

Land Rover Engines

2-litre diesel
A 2-litre diesel fitted to a Series I Land Rover. This engine has been restored in a non-original colour scheme.

Throughout the 1950s there was an increasing demand for a diesel-engined Land Rover. 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. The Rover Motor Company was in talks with Standard-Triumph in 1954, with the possibility of a merger. 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 these. The merger was called off, but Rover had gained vital experience and knowledge in developing small diesel engines. 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. 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.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.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,052 cc (125.2 cu. in)
Bore x stroke: 85.7 mm x 88.9 mm (3.3 in x 3.5 in)
Compression ratio: 22.5:1
Fuel injection: CAV DPA rotary pump + CAV Pintaux injectors
Power: 51 bhp (31 kW) @ 3,500 prm
Torque: 87 lbf·ft (118 N·m) @ 2,000 rpm
Production: 1957-1962
Used in: Land Rover Series I + Series II

2.25-litre petrol (Engine Codes 10H, 11H and 13H)
A 2.25-litre petrol engine with the later 5-bearing crank.

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. 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. The existing 2-litre diesel engine was used as a basis, but with a radically changed internal structure. The new engine was a ‘dry-liner’ type, and a wider bore was used to improve low-speed torque output. 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. The 2.25-litre petrol was the most popular engine option right up to the mid-1980s and established a worldwide reputation for reliability and longevity. The engine's relatively low compression ratio and general strong design made it tolerant of poor quality fuel and oil as well as infrequent servicing. With proper maintenance these engines can easily survive more than 250,000 miles of service. This was partly due to the commonality between petrol and diesel versions making the petrol version somewhat over-engineered for the job; they retained the extraordinary strength characteristics of the diesel while being much less stressed. The only major change to the design was the fitting of a 5-bearing crankshaft in 1980, which improved bottom-end strength and refinement. 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. Various power outputs were available for this engine depending on the compression ratio and the amount of emissions regulation equipment fitted.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,286 cc (139.5 cu. in)
Bore x stroke: 90.47 mm x 88.9 mm (3.56 in x 3.50 in)
Compression ratio: 7:1/8:1
Carburettor: Solex (up to 1971), Zenith (up to 1983), Weber (post-1983)
Power: 74 bhp (55 kW) @ 4,200 rpm (in standard, non-emissions-controlled tune and 8:1 CR)
Torque: 120 lbf·ft (163 N·m) @ 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/127 also Rover P4 80

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. This shared many parts with its petrol-fuelled sibling, including the block, valve gear, cooling systems and lubrication systems. A forged crankshaft was used for added strength, and different pistons were needed. 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. It also proved to be much more reliable in service. Like the petrol engine, the diesel was upgraded to a 5-bearing crankshaft in 1980. The engine was fitted to the Austin FX4 ‘Black Cab’ between 1982 and 1985. FX4s fitted with the engine were designated 'FX4R' ('R' for 'Rover'). In this application the engine gained a reputation for very short service life and unreliability. This was caused by the significantly greater times spent at idle speed in the Black Cab than in the Land Rover. Solihull engineers had warned Carbodies, builders of the FX4R that this would cause problems as at idle speed the engine's oil pressure dropped, causing the automatic tensioner unit for the timing chain to not operate fully. At the high number of hours spent at idle speed (taxi drivers tended to leave the engines idling for long period whilst waiting for passengers or when off-duty as well as all the time spent in stationary traffic in London) this caused the timing chains to stretch, causing incorrect fuel injection timing which greatly reduced engine life. The 10J engine was also adapted into a marine engine by Mercury of the USA and sold under the Mercruiser 165 name.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,286 cc (139.5 cu. in)
Bore x stroke: 90.47 mm x 88.9 mm (3.56 in x 3.50 in)
Compression Ratio: 23:1
Fuel Injection: CAV DPA rotary pump + CAV Pintaux injectors
Power: 62 bhp (46 kW) 4,000 rpm
Torque: 103 lbf·ft (140 N·m) @ 1,800 rpm
Production: 1962-1984
Used in: Land Rover Series II, Series III + One Ten, also Carbodies FX4 (also called Austin 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.

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. However, Land Rover planned a series of rolling improvements. 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 (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.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.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 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. The British Army used this engine in the vast majority of the 20,000 Land Rovers it bought between 1985 and 1994. 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

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression ratio: 21:1
Fuel injection: Lucas-CAV DPS rotary pump + CAV Pintaux injectors
Power: 68 bhp (51 kW) @ 4,200 rpm
Torque: 114 lbf·ft (154 N·m) @ 1,800 rpm
Production: 1984-1994
Used in: Land Rover Ninety/One Ten/127 + Defender, also Freight Rover 300 and Carbodies FX4 (also called Austin 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. However, buyer demand and economics made the change inevitable. The larger petrol engine was launched in 1985 (having been developed under the codename 'Project Harrier') and, like its 2.25-litre predecessor it had much in common with the diesel engine. The block was identical, as were most ancillary parts. The key difference was that the petrol engine retained its timing chain, 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. 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. By this time buyers were limited to those with specific reasons to buy petrol-engined vehicles- for example several police forces in the UK bought fleets of 2.5 petrol Defenders in the mid-1990s because a diesel-engined vehicles would have caused maintenance and logistical problems when operated alongside the fleet of standard patrol cars, all of which were petrol fuelled.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression ratio: 8:1
Carburettor: Weber
Power: 83 bhp (62 kW) @ 4,200 rpm
Torque: 133 lbf·ft (180 N·m) @ 2,000 rpm
Production: 1985-1994
Used in: Land Rover Ninety/One Ten/127+Defender

Diesel Turbo (Engine Code 19J)

Land Rover’s global sales collapsed during the early 1980s. 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. 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. The resulting engine was Land Rover’s first production turbodiesel and their first engine to be given a marketing name- the Diesel Turbo, 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'. 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. 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. 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 km/h). However, early engines suffered several failures. Most serious were failed main and big-end bearings and splits or cracks in the block. 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. 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.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/cast iron
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression ratio: 21:1
Fuel injection: Lucas-CAV DPS rotary pump + CAV Pintaux injectors
Induction: Garrett T2 turbocharger
Power: 85 bhp (63 kW) @ 4,250 rpm
Torque: 150 lbf·ft (203 N·m) @ 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. One of the key reasons for its success was its ground-breaking turbodiesel engine. The 200Tdi was one of the first mass produced small-capacity (i.e. not a lorry engine) direct-injection diesels, 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. 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. 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. The 200Tdi was launched in the Discovery in 1989. It was then fitted to the utility Land Rover (renamed the Defender) in late 1990. For this application the engine was slightly de-tuned and, whilst in the Discovery the 200Tdi used all-new components, packaging restraints in the Defender meant that the 200Tdi in this role shared many exterior parts (such as the timing belt system and case) with the Diesel Turbo. Most obviously the turbocharger was retained in the Diesel Turbo's high mounting position on top of the manifolds in the Defender, rather than being tucked under the manifolds in the original Discovery version. 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 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.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/aluminium alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression ratio: 19:1
Fuel injection: Bosch VE rotary pump + Bosch two-stage injectors
Induction: Garrett T25 turbocharger
Power: 111 bhp (83 kW) @ 4,250 rpm (Discovery + Range Rover)
107 bhp (80 kW ) @ 3,900 rpm (Defender)
Torque: 195 lbf·ft (264 N·m) @ 1,800 rpm (Discovery + Range Rover)
188 lbf·ft (255 N·m) @ 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. It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models. 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.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. 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 the Discovery/Range Rover version of 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. 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. The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use. 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. 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. 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.

Layout: 4-cylinder, in-line
Block/Head: Cast iron/aluminium alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
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 (83 kW) @ 4,250 rpm (versions with manual transmission)
122 bhp (91 kW) @ 4,250 rpm (versions with automatic transmission)
Torque: 195 lbf·ft (264 N·m)@ 1,800 rpm (versions with manual transmission)
210 lbf·ft (285 N·m)@ 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.

Td5 (Engine Codes 15P and 16P)

By the mid-1990s the Rover Group was looking to rationalise its engine ranges and produce new designs that would be able to meet emissions legislation for the foreseeable future. The recently-released K-Series petrol engine range would be extended to cover that sector, but Rover had no in-house diesel engines suitable for both its cars and its 4x4s.The 300Tdi could not be fitted to any of the car range and was about to fall foul of the upcoming Euro III emissions standards. The existing L-Series 2-litre diesel was not suitable for use in Land Rover products and could not be developed into such a unit. It was decided to design a new diesel engine family that could be produced in various capacities and states of tune suitable for all of Rover's needs. The development was codenamed Project Storm and design responsibility was given to Land Rover who were to build the engines. The result was a range of engines using the L-Series as a base—the bore/stroke dimensions were the same and the Storm engine used the same piston and connecting rod assemblies. The Storm utilised Electronic Unit Injection by Lucas (at the time this technology was rare on small-capacity engine, being used only on large commercial vehicles) and a cross-flow aluminium alloy cylinder head on a cast-iron block. The designers had aimed at increasing servicing intervals so the engine incorporated both conventional and centrifugal oil filters. The electronic systems included an 'anti-stall' system to allow heavy loads to be started from rest at idle speed and two programmed operating modes for road and off-road use. The overhead camshaft (operating both valves and the unit injectors) was chain-driven. The Storm design encompassed 4-, 5- and 6-cylinder engines (of 2, 2.5 and 3 litres respectively). In the event the takeover of the Rover Group by BMW, who brought their own range of diesel engines, made the Storm engine largely redundant. Only the 5-cylinder version made it to production as the powerplant for the Defender and the new Discovery Series II as the 'Td5' in 1998. Offering more power and greater refinement than the 300Tdi the Td5 greatly improved the appeal of the Discovery but caused concern amongst many operators of the Defender due to its electronic engine management systems which were considered to be less reliable and more difficult to repair 'in the field' than the mechanical injection systems used on previous Land Rover diesel engines. In deference to these concerns (including those voiced by the British Army) Land Rover kept the 300Tdi in production for fitment to special-order vehicles (see above). It transpired that the Td5's electronics were highly reliable. Early engines suffered two isolated mechanical failures—sudden and complete failure of the oil pump drive and 'cylinder head shuffle' caused by weak retaining studs. Both these faults were fixed within 2 years of the engine starting production and the Td5 is now considered highly reliable. In 2002 the Td5's electronics were updated to improve the low-speed throttle response which had been prone to producing a jerky power delivery in off-road or towing situations. The engine has proved itself on numerous expeditions in hostile terrain (including Land Rover's own G4 Challenge. The engine's mechanical strength and electronic control systems makes the Td5 much more tuneable than the older engines. Numerous aftermarket companies produced tuning upgrades offering as much as 220 horsepower (164 kW). The Td5 was replaced in the Discovery by the AJD-V6 unit in 2004 and the Ford ZSD-424 in the Defender in 2007. Production of the Td5 at Solihull ceased that year making it that last Land Rover-designed-and-built engine.

Layout: 5-cylinder, in-line
Block/Head: Cast iron/aluminium alloy
Valves: OHC, chain-driven camshaft
Capacity: 2,493 cc (152.1 cu. in)
Bore x stroke: 94 mm x 71.1 mm (3.70 in x 2.79 in)
Compression ratio: 19.5:1
Fuel injection: Lucas Electronic Unit Injection
Induction: Allied Signal GT20 turbocharger
Power: 122 bhp (91 kW) @ 4,850 rpm (versions with manual transmission)
136 bhp (101 kW) @ 5,000 rpm (versions with automatic transmission)
Torque: 221 lbf·ft (300 N·m)@ 1,950 rpm
Production: 1998-2007