Land Rovers

Series I, Series II, Series III, Ninety & One Ten Defender, Lightweight, Land Rover Discovery, Freelander, Forward Control

Land Rover Td5 engine (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 forseeable 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 Land Rover 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 codnamed 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 Land Rover 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 engines' 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: 2,493cc (152.1 cu.)
Bore x Stroke: 94 mm x 71.1 mm (3.7 inches x 2.79 inches)
Compression Ratio: 19.5:1
Fuel Injection: Lucas Electronic Unit Injection
Induction: Allied Signal GT20 turbocharger
Power: 122 BHP (90.9 kW) @ 4,850 RPM (versions with manual transmission)
136 BHP (101.4 kW) @ 5,000 RPM (versions with automatic transmission)
Torque: 221 lb-ft (300.0 Nm)@ 1,950 RPM
Production: 1998-2007
Used In: Land Rover Defender and Land Rover Discovery.
 

Land Rover TimeLine

* 1948: Land Rover is designed by the Wilks Brothers and is manufactured by the Rover Car Company
* 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[14]
* 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.
* 1987: Range Rover is introduced to the U.S market March 16.
* 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 Clubs (UK)

Land Rover Series Two Club
The Series 2 Club, PO Box 61, Aberdare, CF44 4AJ
info@series2club.co.uk
www.series2club.co.uk