Project Falcon - The Diesel Turbo
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- Category: Engines
- Last Updated on Monday, 05 September 2011 18:35
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Land Rover's new 110 and 90 range needed a more powerful diesel option to keep up with the competition. The low-stress 68 horsepower 2.5 litre normally aspirated diesel which comprised the diesel option for these vehicles was fine, but it was relatively underpowered compared to other offerings on the market. Project Falcon was started in 1984 to develop a turbocharged version of this engine. The resulting engine was launched in 1986. It 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 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.
Engine Code: 19J
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 90 / 110 / 127.
Mated to: LT-77 gearbox.
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