The Td4 engines

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Category: Engines

Last Updated on Sunday, 18 December 2011 14:00

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So far, there are two distinct engines used by Land Rover for Freelander models labelled as Td4. the Freelander 1 using a BMW engine, and the Freelander 2, a Ford/Peugeot-Citroen engine. 

2001 - 2006 The BMW M47 based Td4

BMW M47 TUD20

Introduced at BMW in September 2001 and a development of the 1951cc BMW M47 D20, the BMW M47 TUD20 (standing for "technical update") is a four cylinder diesel engine, used in various BMW models, but also in Freelander 1 Td4 models.

This updated engine was expanded slightly to 1995 cc, it also introduced COMMON-RAIL technology similar to an M57 engine ramping up the torque, improving fuel consumption and giving more boost lower down the rev range, however it added 50 kg in extra weight and emissions were raised slightly. The M47 TUD20 was also fitted with twin balancer shafts to counteract the secondary balances inherent in a diesel four-cylinder engine.

Although an extremely well accomplished piece of engineering, the M47 TUD20 was not without it's flaws. A number of common failure points have been highlighted in the engines produced prior to the introduction of the M47 TU2D20, chief among which is 'swirl flap' mechanism employed within the inlet manifold. These consist of a number of butterfly valves within each individual inlet tract. These flaps are secured to an actuating rod via two small screws. It has become clear that over time these screws can come loose via vibration etc. When this happens they can end up being drawn into the respective cylinder, causing significant damage to piston, cylinder head and valves. If unlucky further damage can be caused to the turbo if the screw then makes its way through the exhaust valve into the manifold and subsequently into the turbo. These failures have occurred in such quantity that a number of specialist BMW magazines have featured articles on the problem including information on how to remove the swirl flaps. For those who wish to perform some preventive maintenance on the M47 TUD20 engine, there are companies who supply and/or fit blanking plugs to allow the removal of these swirl flaps altogether. Subsequent revisions of this engine involved the replacement of the mechanical method of securing these flaps by a one-piece moulded plastic flap.

BMW M47 TU2D20

The M47 TUD20 engine was updated in 2004 as the M47 TU2D20. Still at 1995 cc, it produced more power across the range and other engineering improvements were incorporated.

Details below are being researched with regards to the Freelander 1 version of the BMW M47 engine. This is currently on-going.

Engine Code: M47 TUD20, M47 TU2D20
Layout: 4-cylinder, in-line
Block/Head: unknown as yet
Valves: unknown as yet
Capacity: 1,995cc (121.7 cu. in)
Bore x stroke: unknown as yet
Compression ratio: unknown as yet
Fuel injection: unknown as yet
Induction: unknown as yet
Power: unknown as yet
Torque: unknown as yet
Production: 2001-2006
Used in: Land Rover Freelander 1.

2005 - The Duratorq TDCi (PSA DW Based) Td4

As part of a phased Ford/PSA diesel engine joint-venture, these four cylinder engines are sold under the Duratorq TDCi name by Ford, and as the HDi by Citroën and Peugeot. An evolution of the existing DW10/DW12 engine, the new engines have a traditional belt-driven system, moving away from the chain-driven camshafts of the previous generation (Puma) TDCi engines. These engines are the result of the fourth phase of the co-operation between PSA and Ford (initiated in 1998).

Both engines use all-new, third-generation common rail injection systems. The 2.0 litre engines have a system from Siemens and the 2.2 litre engines a system from Bosch. In both systems the injection pressure has been increased to 1800 bar. This higher injection pressure, associated with new piezo-electric injectors in which each nozzle is equipped with seven apertures (instead of five previously), allows the number of injections to be multiplied (potentially up to six per cycle) and ensures meticulous uniformity of the diesel injection spray pattern. As a result of this optimised air/diesel mix, combustion is more complete and more uniform, and therefore reduces emissions at source.

The 2.2 litre version is based on the PSA DW12 engine and with a capacity of 2179 cc. It has been engineered by Ford in England, as part of the fourth phase of the joint-venture agreement with PSA. These engines are manufactured in Ford's Dagenham engine plant. The engine features a 16-valve cylinder head with twin belt driven camshafts and utilises a variable geometry turbocharger with overboost function, rather than the twin turbo approach of Peugeot and Citroen. The result is a very respectable 175 PS (172 hp/129 kW) complete with 295 ft·lbf (400 N·m) of torque, although 310 ft·lbf (420 N·m) is temporarily available thanks to the transient overboost function.

In 2010 Ford and PSA revised the engine with a new turbocharger and a new power output of 200 PS with a torque of 420 N·m and even 450 N·m at overboost conditions while the emissions are rated at Euro 5 level. This engine, with some modifications, is the latest (as of 2011) engine being used for Land Rover Defender, replacing the Puma Duratorq ZSD 2.4 litre Euro 4 rated engine.   

Details below are being researched with regards to the Euro 5 rated Freelander 2 version of the DW12 engine. This is currently on-going.

Engine Code: DW12, TD4 150PS
Layout: 4-cylinder, in-line, transverse
Block/Head: Compacted Graphite Iron (CGI)/ Alloy
Valves: 16-valve , DOHC, belt driven
Capacity: 2,179cc (132.97 cu. in)
Bore x stroke: 85mm x 96mm
Compression ratio: 15.8:1
Fuel injection: Bosch common rail fuel injection
Induction: Variable geometry turbocharger
Power: 150PS, 110kw
Torque: 420 Nm, 310lb ft
Production: 2006- present
Used in: Land Rover Freelander 1 (2006 -), Range Rover Evoque (2011 -), Land Rover Defender (2011 - ).

The SD4 version of the engine produces more power, at 190 PS (140kw), but the same torque as the TD4

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VM Motori 'Turbo D'

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Category: Engines

Last Updated on Thursday, 20 October 2011 18:32

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A diesel engine for the Range Rover. At Land Rover this had been thought about for a while, but money was not available to carry out the necessary engineering involved. Thus it was not until 1986 that the Range Rover gained a diesel option in the shape of the VM Motori engine, dubbed the 'Turbo D' for Range Rover. The VM engine had previously been used successfully in the Rover SD1 (SDTurbo model) from 1982 to 1985.

VM Motori was (and is) a well established Italian engineering company, founded in 1947 by Vancini and Martelli (VM) and is specialised in air and water cooled diesel engines.

The Range Rover 'Turbo D' provided the best package available at the time of power and refinement in a turbo-diesel engine, and continued to be fitted throughout the Land Rover Defender 2.5 'Diesel Turbo' (19J) years until the fitment of the 200tdi engine in the Range Rover in 1992.

The 2400cc VM engine is now generally seen as the most modern diesel engine of its time. In the Rover SD1, it was a real alternative for a petrol engined car. Giving 90hp and a top speed of 102 mph (165 km/h) it was the fastest diesel of its time and it could drive a kilometre from a standing start in 37.7 seconds. Power was uprated for the Range Rover version.

The engines were manufactured in the VM factory in Cento, Ferrara Italy. It's engine code is 'HR 492 HT'. The abbreviation stands for the following:
HR means High Revolution, 4 cylinder, a 92 mm bore, H stands for water cooling and the T for the turbo.

VM started work on the HR engine series just after the 1973 oil crisis with the goal of finding a modern answer to reducing fuel consumption. Production of the engine began in 1978.

When designing the HR engine, VM had set very ambitious goals:

A diesel of the newest generation, which was designed for use with a turbo from the outset.
A very robust design that was built according to industrial stationery engine production tolerances, cutting edge design solutions which should lower the traditional engine weight close to that of a petrol engine and patented innovations decreasing engine vibration and helping to silence the usual diesel knock sound.

The complete HR series consists of 3, 4, 5 and 6 cylinder engines, each in two capacity versions of either 500 or 600 cc per cylinder. In total the series consists of 8 engines with indirect injection using a Ricardo Comet V pre-combustion chamber. The 2400 engine used in the Range Rover was a four cylinder with 600 cc per cylinder, making a total capacity of 2393 cc. The later (2500) version of the engine employed direct fuel injection and a longer stroke which provided a displacement of 2,499cc.

The common denominator or the HR engines is their modular structure. All engines have been designed as multiples of each other. The inlet and outlet manifolds are both located at the same side of the head. This made it easier to place a turbo on the engine.

Two further important characteristics of the HR engine are the tunnel shaped block and the separated cylinder heads. The block is built entirely from cast iron, in which a tunnel for the crankshaft is left open. The usual main bearing caps that support the crankshaft are integrated in the engine block. In the direction of the sump the engine has five barriers in between each cylinder. Through these barriers runs one single tunnel in which the crankshaft is built in. The crankshaft in its turn is supported by five strong aluminium main bearings. These bearings are not connected to the tunnel. With the engine running, the expansion of the aluminium being three times greater than that of steel presses the bearing tightly to the block. The thick layer of aluminium between the crankshaft and the iron block is a perfect 'sandwich panel' to reduce engine vibrations and noise.

The cylinder heads are made of aluminium and are fully separated for each cylinder. They are absolutely identical and interchangeable pieces, with each cylinder head bolted onto the main block with six bolts. The chances of getting a warped cylinder head are small with this setup. This makes them harder to produce but is a key factor in making a strong reliable engine. It should be noted that during the heating up process the difference in expansion between a single cylinder head and the head of the cylinder block exceeds 1 millimetre.

Engine Code: HR 492 HT / VM81A / VM 4 HT 2.4 / HR 492 OHV
Layout: 4-cylinder, inline
Block/Head: Alloy/Iron
Valves: OHV, gear driven, push-rod operated
Capacity: 2,393 cc (146.0 cu. in)
Bore x stroke: 92.0 mm x 90.0 mm (3.62 in x 3.54 in)
Compression Ratio: 21.5:1
Fuel Injection: Bosch VE 4/10
Induction: KKK 16 turbocharger
Power: 105 bhp (78 kW) 4,200 rpm
Torque: 176 lbf·ft (238 N·m) @ 2,400 rpm
Production: 1978-?
Used in: Rover SD1 (1982-1985), Range Rover (1986-1989), Alfa Romeo 75, 90, Alfetta

Engine Code: HR 492 / 425 OHV
Layout: 4-cylinder, inline
Block/Head: Alloy/Iron
Valves: OHV, gear driven, push-rod operated
Capacity: 2,499 cc (152.5 cu. in)
Bore x stroke: 92.0 mm x 94.0 mm (3.62 in x 3.70 in)
Compression Ratio: Unknown
Fuel Injection: Unknown
Induction: KKK Turbocharger
Power: 119 bhp (89 kW) 4,200 rpm
Torque: 209 lbf·ft (284 N·m) @ 1,950 rpm
Production: 1978-?
Used in: Rover 800 (1990-1997), Range Rover (1989-1992), Alfa Romeo 155, 164, Jeep Cherokee, Dodge Dakota

Help us fill in the blanks! If you can provide further info on the 2.4 Turbo D or 2.5 Turbo D engines used in the Range Rover, please do! Contact This email address is being protected from spambots. You need JavaScript enabled to view it.

Puma Duratorq

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Category: Engines

Last Updated on Sunday, 18 December 2011 12:18

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Ford Duratorq is the marketing name of a range of Ford diesel engines first introduced in 2000 for the Ford Mondeo car model.

The first design, codenamed "Puma" during its development, replaced the older "Endura-D" diesel engine which had been around since 1984. Commercial versions of the Puma unit replaced Ford's older "York" diesel engine used in the Transit, and many other manufacturers' vehicles. Due to a development and co-operation programme, other unrelated units in this range have been developed by PSA Peugeot Citroën. The PSA engines are available in vehicles from Peugeot and Citroën (PSA Group), and  Jaguar, Land Rover, Volvo and Mazda (Ford's Premier Automotive Group as was) vehicles.

ZSD ("Puma")

Codenamed Puma during development, these Ford 2.0 litre, 2.2 litre, and 2.4 litre engines are called ZSD. They are produced at Ford's Dagenham plant in East London.

The new engine was released in 2000, to coincide with the launch of the Mk3 Ford Mondeo, the Duratorq ZSD-420 was initially available as a 2.0 litre (1998 cc) direct injection diesel. Producing 115 PS (113 hp/85 kW) and 280 Nm (207 ft·lbf) it was a vast improvement over the 1.8 Endura-D powering the Mk2 Mondeo. It featured a 16-valve cylinder head with twin chain driven camshafts and had a variable geometry turbocharger with overboost function.

In late 2001 the engine was fitted with Delphi common rail fuel injection and renamed the Duratorq TDCi (Turbo Diesel Common-rail injection), with the original unit being renamed the Duratorq TDDi (Turbo Diesel Direct injection). Although generally identical to the original engine, the addition of the common rail system meant power was increased to 130 PS (128 hp/95 kW), with torque rising to 330 Nm (244 ft·lbf). In 2002 the Duratorq TDDi was replaced by a detuned version of the Duratorq TDCi.

In 2005, Ford introduced the Duratorq ZSD-422, a 2.2 litre (2184 cc) turbodiesel for top-of-the-range versions of the Mondeo and Jaguar X-Type which produced 155 PS (153 hp/114 kW). This is unrelated to the PSA DW12 2.2 litre unit used in Peugeot, Citroën and Jaguar Land Rover applications.

The 2.4 litre (2,402 cc / 146.6 cu in) Duratorq ZSD-424 is a turbocharged and intercooled Diesel. Output is 75 PS (55 kW; 74 hp) to 137 PS (101 kW; 135 hp) and 185 N·m (136 lb·ft) to 285 N·m (210 lb·ft). It is used in Ford Transit, LDV Convoy, Lti TXII Taxi, and Land Rover Defender models (2007-2011).

Details below have been researched with regards to the Defender version of the ZSD-424 Puma engine.

Engine Code: Puma ZSD-424 TDCi HPCR
Layout: 4-cylinder, in-line
Block/Head: Compacted Graphite Iron(CGI)/Cast Aluminium
Valves: DOHC, two chain-driven camshafts
Capacity: 2,402 cc (146.6 cu. in)
Bore x stroke: 89.9mm x 94.6mm (3.54in x 3.73in)
Compression ratio: 19:1
Fuel injection: common rail direct injection
Induction: variable geometry turbocharger
Power: 90kw / 122PS at 3,500rpm
Torque: 360Nm @ 2000rpm
Production: (for Defender) 2007-2011
Used in: Land Rover Defender.

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Rover 3.5 litre V8

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Category: Engines

Last Updated on Tuesday, 01 November 2011 19:54

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The Rover V8 began life as the Buick 215, an all-aluminium engine introduced in 1960/61. The compact engine was lightweight, at just 144 kg (318 lb), and capable of high power outputs: the most powerful Buick version of this engine was rated at 200 hp (149 kW), and the very similar Oldsmobile "Jetfire" turbocharged version gave 215 hp. The engine was a success for Buick, who produced 376,799 cars with this engine in just three years. A comparable number of Oldsmobile 215 engines were produced. In addition, some Pontiac models were fitted with the Oldsmobile 215, leading to the nickname "BOP 215" for the engine (BOP standing for Buick/Oldsmobile/Pontiac).

The reason production ended so soon was a high rejection rate during the casting process, as GM utilized pressure casting of the Reynolds 356 aluminum alloy around steel sleeves. The assembly was then heat-treated to T-6 condition; but the heat treating caused the steel sleeves to shift and thus rejection of the entire block. Eventually, GM cured the casting maladies, but the advent of new thin-wall iron casting techniques soon rendered the aluminum motor too expensive, and it still suffered problems with oil and coolant sealing, as well as with radiator clogging from use of antifreeze incompatible with aluminium. As a result, GM ceased production of the all-aluminium engine after 1963, although Buick retained a similar iron engine [1964-1980], as well as the GM 3800 V6 derivative [1962-2008] which proved to have a very long and successful life.

In January 1964, Rover gave American operations head J. Bruce McWilliams permission to investigate the possible purchase of an American V8 engine for Rover cars. It is said that McWilliams first saw the Buick V8 at the works of Mercury Marine, where he was discussing the sale of Rover gas turbines and diesel engines to the company. McWilliams realised that the lightweight Buick V8 could be ideal for smaller British cars (indeed, it weighed less than many of the four cylinder engines it would replace). McWilliams and William Martin-Hurst began an aggressive campaign to convince GM to sell the tooling, which they finally agreed to do in January 1965. Retiring Buick engineer Joe Turley moved to the UK to act as a consultant, and Rover began production of the 'Rover 215', also known as the Rover 3.5 litre V8. Rover found that sand casting the block and installing press-in sleeves at a later point precluded any production problems.

The initial Rover version of the engine had a displacement of 3,528 cc (215.3 cu in). The bore was 88.9 mm (3.50 in) and the stroke was 71.0 mm (2.80 in). It used a sand-cast block with pressed-in iron cylinder liners, and a new intake manifold with two SU carburettors. The Rover engine was heavier but stronger than the Buick engine, with a dry weight of about 170 kg (375 lb). It was first offered in the 1965 Rover P5B saloon, initially making 160 PS (118 kW; 158 hp) at 5,200 rpm and 210 lb·ft (280 N·m) of torque at 2,600 rpm on 10.5:1 compression. With the introduction of the Rover SD1 in 1975, the engine was dramatically improved with the 'rope' oil seals replaced with polyurethane items and the spark plug dimensions changed.

As well as appearing in Rover cars, the engine was widely sold by Rover to small car builders, and has appeared in a wide variety of vehicles. Rover V8s feature in some models from Morgan, TVR, Triumph, Land Rover and MG, among many others. The first use of the engine by a UK maker was actually Warwick who fitted the engine, albeit purchased directly from Buick, to the stillborn Warwick 305GT.They have also been used in light aircraft due to their light weight and high power output.

Rover V8 production was moved to Land Rover's plant in Soluhull in 1982, as Rover's core car products had moved away from the V8 to the Honda V6. The engine remained with Land Rover and it's development and use continued until the release of the Discovery 3 in 2004 with new engine options, which meant that there were now no Land Rover products using the Rover V8. However, Land Rover desired for production of the engine to continue, and they arranged for production to restart in Weston-super-Mare under MCT, an engineering and manufacturing company. Although Land Rover has switched to the Ford/Jaguar AJ-V8 engine for new applications, MCT will continue limited production of the engine for the indeterminate future, supplying engines for aftermarket and replacement use.

Engine Code: Rover 215 - Engine codes unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 3,528 cc (215.3 cu. in)
Bore x stroke: 88.9 mm x 71.0 mm (3.50 in x 2.80 in)
Compression Ratio: 8.13:1
Fuel Injection: Zenith Stromberg CDSE or SU carburettors
Power: 114 bhp (85 kW) 4,000 rpm (early Range Rover version)
Torque: 185 lbf·ft (251 N·m) @ 2,500 rpm (early Range Rover version)
Production: 1965-1994
Used in: Rover P5(1965-), Rover P6, Range Rover, Land Rover 101 Forward Control, Land Rover Series III 109" V8 "Stage One", Land Rover Discovery 1 (89-94), Land Rover 90/110/Defender, Rover SD1.

Manual Download: V8 overhaul manual (836 Kb)

Rover 3.9 / 4.0 / 4.2 / 4.4 / 4.6 Litre V8

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Category: Engines

Last Updated on Saturday, 22 October 2011 18:47

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The Rover Company began production of their new 'Rover 215' 3.5 litre V8 engine in 1965, which they initially fitted to the Rover P5. The engine was later used in many Rover and Land Rover products, most notably the Rover P6, Rover SD1, Land Rover Series III 109 V8, Range Rover and Discovery 1. The 3.5 litre V8 engine was continuously developed by British Leyland, who passed it to Land Rover for their use. Land Rover went on to develop versions for their own use.

Land Rover 3.9 litre V8

Introduced in the Range Rover in 1989, (the 3.5 litre carb version having been handed down to the new Discovery model) Land Rover produced a 3,946 cc (240.8 cu in) version of the Rover V8 throughout the 1990s. The engine's bore was increased to 94.0 mm (3.70 in) and stroke remained the same as the 3.5 litre version at 71.0 mm (2.80 in). The 3.9 litre V8 filtered down to later Discovery 1 models from 1994, replacing the (by then) Lucas 14CUX fuel injected 3.5 litre V8 engine.

Engine Code: unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 3,946 cc (240.8 cu. in)
Bore x stroke: 94.0 mm x 71.0 mm (3.70 in x 2.80 in)
Compression Ratio: 9.4:1
Fuel Injection: Lucas 14CUX
Power: 182 bhp (134 kW) 4,750 rpm
Torque: 230 lbf·ft (312 N·m) @ 3,100 rpm
Production: 1989-1999
Used in: Range Rover, P38 Range Rover, Discovery 1 (94-99), Land Rover Defender

Land Rover 4.0 V8

The engine was revised in 1995 (and thereafter referred to as a 4.0 to differentiate it from the earlier version, although displacement remained the same at 3,946 cc) with a new intake and exhaust system, extra block ribbing, revised pistons, and larger cross-bolted main-bearings. The 1995 4.0 produced 190 hp (142 kW) at 4.750rpm  and 236 lb·ft (320 Nm). Production of the 4.0 ended in 2004 with the introduction of the  Discovery 3 (LR3) model. The final version of the engine, used in the 2003 Land Rover Discovery II, produced 188 hp (140 kW) at 4,750 rpm and 250 lb·ft (340 N·m) at 2,600 rpm.

Engine Code: unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 3,946 cc (240.8 cu. in)
Bore x stroke: 94.0 mm x 71.0 mm (3.70 in x 2.80 in)
Compression Ratio: 9.4:1
Fuel Injection: GEMS / Bosch
Power: 190 bhp (142 kW) 4,750 rpm
Torque: 236 lbf·ft (320 N·m) @ 2,600 rpm
Production: 1999-2004
Used in: P38 Range Rover, Discovery II (99-2004), Land Rover Defender (NAS Spec)

Land Rover 4.2 V8

Land Rover extended the 3,946 cc engine just for the Range Rover LSE version of the Classic Range Rover. The 4.2 litre engine had a displacement of 4,275 cc (260.9 cu in), and used the crankshaft castings from the failed Iceberg diesel engine project. Bore remained the same at 94.0 mm (3.70 in), while stroke increased to 77.0 mm (3.03 in).

Engine Code: unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 4,275 cc (260.9 cu. in)
Bore x stroke: 94.0 mm x 77.0 mm (3.70 in x 3.03 in)
Compression Ratio: 9.35:1
Fuel Injection: Lucas 14CUX
Power: 200 bhp (147 kW)@4,850rpm
Torque : 300 lbf·ft (406 N·m) @ 2,600 rpm
Production: 1992-1995
Used in: Range Rover LSE

Leyland Australia 4.4 V8

Although not relevant to Land Rover at all, Leyland of Australia produced a 4,416 cc (269.5 cu in) version of the Rover V8 as an engine option for their Australia-only Leyland P76 car (around 18,000 vehicles produced). The bore was 88.9 mm (3.50 in) and the stroke was 88.9 mm (3.50 in), making it a square engine. The block deck height was extended and longer conrods were fitted 158.75 mm (6.250 in) between centres. This relatively rare engine produced 200 hp (149 kW) and 280 ft lb (380 Nm). A 3.3 litre V6 version of this engine was also being developed to replace the E6 straight six P76 engine option, but the closure by British Leyland of their loss-making Australian operations in 1975 halted the project.

Engine Code: unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 4,416 cc (269.5 cu. in)
Bore x stroke: 88.9 mm x 88.9 mm (3.50 in x 3.50 in)
Compression Ratio: Unknown
Fuel Injection: Stromberg WW Carburettor
Power: 200 bhp (149 kW)@ unknown
Torque: 280 lbf·ft (380 N·m)@ unknown
Production: 1973-1975
Used in: 1973-1975 Leyland P76

Land Rover 4.6 V8

In 1996, Land Rover again enlarged the Rover V8 to 4,552 cc (277.8 cu in). The bore remained the same size as the previous 4.0 litre version at 94.0 mm (3.70 in), but the engine was stroked by 10.9 mm (0.43 in) giving 82 mm (3.2 in) in total. Output was 225 hp (168 kW) @ 4,750rpm and 280 ft•lbf (380 N•m) at 2,600rpm. Production of the 4.6 ended at Land Rover's Solihull factory in 2004, with the introduction of the Land Rover Discovery 3 (LR3).

Engine Code: unknown
Layout: 8-cylinder, Vee configuration
Block/Head: Alloy/Alloy
Valves: OHV, chain drive camshaft, push-rod operated
Capacity: 4,552 cc (277.8 cu. in)
Bore x stroke: 94.0 mm x 82.0 mm (3.70 in x 3.2 in)
Compression Ratio : 9.35:1
Fuel Injection: GEMS / Bosch
Power: 225 bhp (168 kW) 4,750 rpm
Torque: 280 lbf·ft (380 N·m) @ 2,600 rpm
Production: 1995-2004
Used in: (1995-2002) P38 Range Rover HSE, (2003-2004) Land Rover Discovery II

Help us fill in the blank bits! Any further information on these engines is most welcome.

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