Initially, the engines used were 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 1.6-litre petrol of 1948, and this design was improved, expand. A brand new Petrol engine of 2286cc was introduced in 1958, This basic engine existed in both petrol and diesel form, and was steadily modified over the years to become the 200Tdi. A serious redesign resulted in the 300Tdi of 1994, which ceased production in 2006. Over 1.2 million engines in the series have been built.[1]
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.[13][30] However, Land Rover planned a series of rolling improvements.[31] 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[32] (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.[33][34] 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.[35] 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 300series and the FX4 taxi (the engines for these applications had slight design changes, such as higher-mounted injector pumps and nonwaterproof cambelt cases. They received the designations 14J and 15J, respectively. Being fitted with a timing belt rather than a chain, the 15J engine suffered none of the reliability problems in the FX4 that its 10J predecessor had encountered [see above]). 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.[33][36] The British Army used this engine in the vast majority of the 20,000 Land Rovers it bought between 1985 and 1994.[37] 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-specification engines had a centrifugal separator in the breather system, allowing excess oil to drain back to the sump. These engines were designated 13J.[38][39] and 11J (ref Land Rover Defender Military 110 1991 Supplementary Parts Catalogue). These later, modified engines were the first in their class (small-capacity, high-speed diesels) to pass the Ministry of Defence's arduous 500-hour durability trial.
Ford V Series Code 15l
At the launch of the Ninety, Land Rover had insisted that development of the 2.5-litre petrol engine would not be undertaken.[40] Buyer demand and economics, though, 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.[41] The block was identical, as were most ancillary parts. The key difference was that the petrol engine retained its timing chain,[42] 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.[43] 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.[13][44][45] 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 diesel-engined vehicles would have caused maintenance and logistical problems when operated alongside the fleet of standard patrol cars, all of which were petrol fueled.[46]
In 1989, Land Rover had launched the Discovery its Range Rover-based family 44 that quickly became Europe's top-selling 44.[58] One of the key reasons for its success was its ground-breaking turbo-diesel engine. The 200Tdi was one of the first mass-produced, small-capacity direct-injection diesels,[59] 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.[13] 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.[60][61] 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.[13] The 200Tdi was launched in the Discovery in 1989. It was then fitted to the utility Land Rover (renamed the Defender) in late 1990.[62] For this application, the engine was slightly detuned, 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.[63] In 1992, the engine was fitted to the Range Rover. In the Range Rover it has a 14L engine number. Although the older petrol and naturally aspirated diesel units were theoretically still available, the 200Tdi had better performance and economy than either of them, so dominated the sales figures.[64] 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 (480,000 km) of use.[63][65][66]
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.[63] It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models.[67] A special version of the engine had to be produced to fit the Defender, and problems with weak head gasket had been identified.[68] 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.[60] 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.[69] 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.[60] The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use.[70] 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 hp (91 kW) 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 drive-by-wire electronic throttle to reduce emissions.[71] 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.[13] Increasingly restrictive emissions laws worldwide and falling sales led to production of the 300Tdi ending in 2006. A much-modified 2.8-litre version was built by International Engines in Brazil until 2010, and was available as an after-market fitment to Land Rovers through specialist converters.[66][72] International then became MWM International Motores and a further update of the 300Tdi design was launched as the 3.0 Power Stroke. Although based around the same block and basic architecture as the 300Tdi the Power Stroke has major differences such as electronic common rail injection and new crossflow cylinder head with Overhead camshaft.
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