Used in: Land Rover Series II, Series III, and 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. Acquired a series 2a yesterday and I'm trying to find the vin. Land Rover, Series IIA. Vehicle identification number numbers, commenced in 1985, series IIa. Other than the orthodox Land-Rover Series 2A drive-train improvements, the Australian Army Series 2A units feature significant chassis alterations in comparison with civilian Series 2A units and the more-or-less civilian Series 2 units that had been in service since 1960. The Series IIa revised version of the Land Rover made its debut in 1961 and is regarded by many Land Rover aficionados as the version that Rover got right. It is generally thought of as the most durable and easily repairable of the “Series” Land Rovers.
- Land Rover Series 2 Parts
- Land Rover Series 2a Engine
- Series Land Rover Parts Usa
- Land Rover Series 2a Parts
Land Rover Series 2 Parts
Land Rover 2.25-litre on engine stand
Engines used by the British company Land Rover in its 4×4vehicles have included 4-cylinderpetrol engines, and 4-cylinder and 5-cylinderdiesel engines. 6-cylinder engines have been used for Land Rover vehicles built under licence. Land Rover has also used various 4-cylinder, V8 engines and V6 engines developed by other companies, but this article deals only with engines developed specifically for Land Rover vehicles.
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 1957, and this design was improved, expanded and modified over several versions, culminating in the 300Tdi of 1994, which ceased production in 2006. Over 1.2 million engines in the series have been built.[1]
From 1998 the Td5 engine was fitted to Land Rover products. Whilst this 5-cylinder turbodiesel was unrelated in any way to the 4-cylinder designs and was originally intended for use in both Rover Cars and Land Rover 4×4s it only reached production in its Land Rover form.[2] It was produced between 1998 and 2007, and 310,000 Td5s were built.[3]
Production of these engines originally took place at Rover's satellite factory (and ex-Bristol Hercules engine plant) at Acocks Green in Birmingham whilst vehicle assembly took place at the main Rover works at Solihull. After Land Rover was created as a distinct division with British Leyland in 1979 production of Rover cars at Solihull ceased in 1982. A new engine assembly line was built in the space vacated by the car lines and engine production started at Solihull in 1983.[4] The engine line at Solihull closed in 2007 when Land Rover began using Ford and Jaguar engines built at Dagenham (diesel engines) and Bridgend (petrol engines).
Some Land Rover engines have also been used in cars, vans and boats.
This article only covers engines developed and produced specifically for Land Rover vehicles. It does not cover engines developed outside the company but used in its products, such as the Rover V8, the Rover IOE petrol engines or the current range of Ford/Jaguar-derived engines. The engines are listed below in the chronological order of their introduction.
- 1Description and specifications
Description and specifications[edit]
2-litre diesel[edit]
2-litre diesel | |
---|---|
Engine fitted to a Series I Land Rover, which has been restored in a non-original colour scheme. | |
Overview | |
Production | 1957–1962 |
Layout | |
Configuration | Inline-4 cylinder |
Displacement | 2.1 L; 125.2 cu in (2,052 cc) |
Cylinder bore | 85.7 mm (3.37 in) |
Piston stroke | 88.9 mm (3.50 in) |
Block material | Cast iron |
Head material | Cast iron |
Valvetrain | OHV, chain drivecamshaft, push-rod operated |
Compression ratio | 22.5:1 |
Combustion | |
Fuel system | CAV DPA rotary pump and CAV Pintaux injectors |
Fuel type | Diesel |
Output | |
Power output | 51 hp (38 kW) @ 3,500 rpm |
Torque output | 87 lb⋅ft (118 N⋅m) @ 2,000 rpm |
Throughout the 1950s there was an increasing demand for a diesel-engined Land Rover.[5] 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.[6] 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.[7][8] The result was a wet-liner 4-cylinder engine. Fuel injection equipment was from CAV, and the engine used Ricardo'sCometswirl chambers, but with Rover-developed dimples to produce quieter and smoother running. Heater plugs were fitted to each combustion chamber to improve starting.[7] The engine was launched in the Land Rover in 1957. The vehicle had to have an extra 2 in (51 mm) let into the chassis in the engine bay to enable the new engine to fit.[9] 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.[5][10][11]
Used in: Land Rover Series I and Series II
2.25-litre petrol (Engine Codes 10H, 11H and 13H)[edit]
2.25-litre petrol | |
---|---|
Engine with the later 5-bearing crank. | |
Overview | |
Production | 1958–1985 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.3 L; 139.5 cu in (2,286 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 88.9 mm (3.50 in) |
Block material | Cast iron |
Head material | cast iron |
Valvetrain | OHV, chain drive camshaft, push-rod operated |
Compression ratio | 7.0:1/8.0:1 |
Combustion | |
Fuel system | Solex (up to 1971), Zenith (up to 1983) or Weber carburetors (post-1983)[12] |
Fuel type | Petrol |
Output | |
Power output | 74 hp (55 kW) @ 4,200 rpm (in standard, non-emissions-controlled tune and 8.0:1 CR) |
Torque output | 120 lb⋅ft (163 N⋅m) @ 2,000 rpm (in standard, non-emissions-controlled tune and 8.0:1 CR) |
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.[13] Also, the Rover petrol engines in use at the time, with the archaic Inlet-Over-Exhaust valve layout and were approaching the age of 20 years in design terms. A new, larger petrol engine specifically developed for the Land Rover was needed.[14] The existing 2-litre diesel engine was used as a basis, but with a radically changed internal structure.[15] The new engine was a ‘dry-liner' type, and a wider bore was used to improve low-speed torque output.[16] Despite the numerous changes the petrol engine could use the same machining line as the diesel, establishing a design commonly used between Land Rover's petrol and diesel engines that would survive for decades.[13][15] 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.[13][17] 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 (400,000 km) 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.[18] 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.[19] Various power outputs were available for this engine depending on the compression ratio and the amount of emissions regulation equipment fitted.[13][20][21][22]
Used in: Land Rover Series II, Series III, and Ninety/One Ten/127; also Rover P4 80[23]
2.25-litre diesel (Engine Code 10J)[edit]
2.25-litre diesel | |
---|---|
Overview | |
Production | 1962–1984 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.3 L; 139.5 cu in (2,286 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 88.9 mm (3.50 in) |
Block material | Cast iron |
Head material | cast iron |
Valvetrain | OHV, chain drive camshaft, push-rod operated |
Compression ratio | 23.0:1 |
Combustion | |
Fuel system | CAV DPA rotary pump and CAV Pintaux injectors |
Fuel type | Diesel |
Output | |
Power output | 62 hp (46 kW) @ 4,000 rpm |
Torque output | 103 lb⋅ft (140 N⋅m) @ 1,800 rpm |
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.[24] This shared many parts with its petrol-fuelled sibling, including the block, valve gear, cooling systems and lubrication systems.[25] A forged crankshaft was used for added strength, and different pistons were needed.[26] 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.[27] It also proved to be much more reliable in service.[13] Like the petrol engine, the diesel was upgraded to a 5-bearing crankshaft in 1980. The engine was fitted to the Austin FX4Black 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.[11][28]
Used in: Land Rover Series II, Series III, and 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.[29]
2.5-litre diesel engine (Engine Code 11J, 12J, 13J, 14J and 15J)[edit]
2.5-litre diesel | |
---|---|
Overview | |
Production | 1984–1994 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.5 L; 152.3 cu in (2,495 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 97 mm (3.82 in) |
Block material | Cast iron |
Head material | cast iron |
Valvetrain | OHV, belt-driven camshaft, push-rod operated |
Compression ratio | 21.0:1 |
Combustion | |
Fuel system | Lucas-CAV DPS rotary pump and CAV Pintaux injectors |
Fuel type | Diesel |
Output | |
Power output | 68 hp (51 kW) @ 4,200 rpm |
Torque output | 114 lb⋅ft (155 N⋅m) @ 1,800 rpm |
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 300-series and the FX4 taxi (the engines for these applications had slight design changes, such as higher-mounted injector pumps and non-waterproof 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-spec 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.
Used in: Land Rover Ninety/One Ten/127, and Defender; also Freight Rover 300 and Carbodies FX4 (also called Austin FX4).
2.5-litre petrol engine (Engine Code 17H)[edit]
2.5-litre petrol | |
---|---|
Overview | |
Production | 1985–1994 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.5 L; 152.3 cu in (2,495 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 97 mm (3.82 in) |
Block material | Cast iron |
Head material | cast iron |
Valvetrain | OHV, chain drive camshaft, push-rod operated |
Compression ratio | 8.0:1 |
Combustion | |
Fuel system | Weber carburetor |
Fuel type | Petrol |
Output | |
Power output | 83 hp (62 kW) @ 4,200 rpm |
Torque output | 133 lb⋅ft (180 N⋅m) @ 2,000 rpm |
At the launch of the Ninety Land Rover had insisted that there would not be a 2.5-litre development of the petrol engine.[40] 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.[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 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.[46]
Used in: Land Rover Ninety/One Ten/127 and Defender
Diesel Turbo (Engine Code 19J)[edit]
Diesel Turbo | |
---|---|
A late Turbo-diesel engine, incorporating all the design changes. | |
Overview | |
Production | 1986–1989 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.5 L; 152.3 cu in (2,495 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 97 mm (3.82 in) |
Block material | Cast iron |
Head material | cast iron |
Valvetrain | OHV, belt-driven camshaft, push-rod operated |
Compression ratio | 21.0:1 |
Combustion | |
Turbocharger | Garrett T2 |
Fuel system | Lucas-CAV DPS rotary pump and CAV Pintaux injectors |
Fuel type | Diesel |
Output | |
Power output | 85 hp (63 kW) @ 4,250 rpm |
Torque output | 150 lb⋅ft (203 N⋅m) @ 1,800 rpm |
Land Rover's global sales collapsed during the early 1980s.[47] 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.[48] 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 hp (51 kW) 2.5-litre type then in production. Project Falcon was started in 1984 to develop a turbocharged version of this engine.[49] The resulting engine was Land Rover's first production turbodiesel and their first engine to be given a marketing name- the Diesel Turbo,[50] 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'.[51] 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.[13][52] 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.[48] 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 (113 km/h).[53] However, early engines suffered several failures. Most serious were failed main and big-end bearings and splits or cracks in the block.[54] 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. Further changes were made in 1989, 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.[44][55] 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.[54][56][57]
Used in: Land Rover Ninety/One Ten/127 and Land Rover Llama prototype.
200Tdi (engine code: 11L, 12L and 13L)[edit]
200Tdi | |
---|---|
This Defender-spec 200Tdi has been retro-fitted into an earlier vehicle. It lacks the intercooler fitted to the standard engine and has the alternator mounted in a different location. | |
Overview | |
Production | 1989–1994 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.5 L; 152.3 cu in (2,495 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 97 mm (3.82 in) |
Block material | Cast iron |
Head material | Aluminium alloy |
Valvetrain | OHV, belt-driven camshaft, push-rod operated |
Compression ratio | 19.0:1 |
Combustion | |
Turbocharger | Garrett T2 |
Fuel system | VE rotary pump + two-stage injectors |
Management | Bosch |
Fuel type | Diesel |
Output | |
Power output | 111 hp (83 kW) @ 4,250 rpm (Discovery and Range Rover); 107 hp (80 kW) @ 3,900 rpm (Defender) |
Torque output | 195 lb⋅ft (264 N⋅m) @ 1,800 rpm (Discovery and Range Rover); 188 lb⋅ft (255 N⋅m) @ 1,800 rpm (Defender) |
In 1989 Land Rover had launched the Discovery its Range Rover-based family 4×4 that quickly became Europe's top-selling 4×4.[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 (i.e., not a lorry engine) 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 alloycylinder 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 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.[63] 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.[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]
Used in: Land Rover Defender, Discovery and Range Rover
300Tdi (engine code: 16L and 20L)[edit]
300Tdi | |
---|---|
A 300Tdi, seen here in a Discovery Series I. Unlike the previous Tdi engine a single version of a 300Tdi was used for all Land Rover models. | |
Overview | |
Production | 1994–2006 |
Layout | |
Configuration | Inline-4 cylinders |
Displacement | 2.5 L; 152.3 cu in (2,495 cc) |
Cylinder bore | 90.47 mm (3.562 in) |
Piston stroke | 97 mm (3.82 in) |
Block material | Cast iron |
Head material | Aluminium alloy |
Valvetrain | OHV, belt-driven camshaft, push-rod operated |
Compression ratio | 19.0:1 |
Combustion | |
Turbocharger | AlliedSignal T25 |
Fuel system | VE rotary pump and two-stage injectors (with EDC system on versions with automatic transmission) |
Management | Bosch |
Fuel type | Diesel |
Output | |
Power output | 111 hp (83 kW) @ 4,250 rpm (versions with manual transmission); 122 hp (91 kW) @ 4,250 rpm (versions with automatic transmission) |
Torque output | 195 lb⋅ft (264 N⋅m) @ 1,800 rpm (versions with manual transmission); 210 lb⋅ft (285 N⋅m) @ 1,800 rpm (versions with automatic transmission) |
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.
Used in: Land Rover Defender, Discovery, and Range Rover 'Classic'; also various Brazil-assembled Ford pickup trucks.
Td5 (engine codes: 10P, 15P and 16P)[edit]
Td5 | |
---|---|
Overview | |
Production | 1998–2007 |
Layout | |
Configuration | Inline-5 cylinders |
Displacement | 2.5 L; 152.4 cu in (2,498 cc) |
Cylinder bore | 84.45 mm (3.325 in) |
Piston stroke | 88.95 mm (3.502 in) |
Block material | Cast iron |
Head material | Aluminium alloy |
Valvetrain | OHC, chain-driven camshaft |
Compression ratio | 19.5:1 |
Combustion | |
Turbocharger | Allied Signal GT20 |
Fuel system | Lucas Electronic Unit Injection |
Fuel type | Diesel |
Output | |
Power output | 122 hp (91 kW) @ 4,850 rpm (Defender version), 136 hp (101 kW) @ 4,850 rpm (Discovery version) |
Torque output | 221 lb⋅ft (300 N⋅m) @ 1,950 rpm (manual transmission), 232 lb⋅ft (315 N⋅m) @ 1,950 rpm (automatic transmission) |
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 4×4s.[2] 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.[3] 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.[3] 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.[73] 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 engine was improved to reach Euro 3 antipollution stage, and an EGR Valve system was introduced. Electronics were also 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).[74] 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 180 hp (134 kW; 182 PS). 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 the last Land Rover-designed-and-built engine.[75]
Used in: Land Rover Defender and Land Rover Discovery.
Santana engines[edit]
In 1956, the Rover Company held talks with Spanish engineering company 'Metalúrgica de Santa Ana S.A.' (later to be renamed Santana Motor) with the aim of starting Land Rover assembly in Spain. Under the terms of the agreement Santana would initially build Land Rovers from Complete Knock Down kits shipped from Britain, but locally manufactured content would gradually be increased until the entire vehicles were built from scratch in Spain. Santana would also have exclusive sales rights in Spain, South America, Central America and North Africa, selling both Santana- and Land Rover-badged vehicles in these markets where necessary. Production at Santana started in 1958. From 1962 Santana began to improve and modify the Land Rover design to meet the demands of its own markets. These were the common demands of more power, better ride comfort and improved refinement. To this end Santana produced several unique versions of the Land Rover engine designs it had rights to. These included 94-horsepower (70 kW) 3.3-litre (200 cu in) six-cylinder versions of the 2.25-litre petrol and diesel engines in the late 1960s and a 75-horsepower (56 kW) turbocharged version of the 2.25 diesel in 1982.
In the early 1980s when Land Rover was looking for ways to improve its engine range, especially its diesels, the Santana engines were looked at. The 6-cylinder version was considered too large and heavy for the Range Rover but a turbocharged 5-cylinder variant was considered since it provided an ideal blend of power, weight and size. The 2.25TD was studied to provide development information for the Diesel Turbo engine. In the end production reasons meant that Land Rover favoured a diesel version of the Rover V8 instead. When that engine did not reach production Range Rover diesel engines were bought-in from VM Motori.
References[edit]
- ^Based on minimum estimate from production figures accumulated from sources listed below, mainly Taylor (1988) and Dymock (2006)
- ^ abRobson, 2003, p.142
- ^ abcGould, 2007, p.127
- ^Gould, 2007, p.93
- ^ abDymock, 2006, p.92
- ^Taylor, 1988, p.30
- ^ abRobson, 2003, p.33
- ^Taylor, 1988, p. 31
- ^Taylor, 1988, p.32
- ^Taylor, 1988, p.29, quoting Rover brochure
- ^ abRobson, 2003, p.38
- ^Hodder, 200
- ^ abcdefghijkTaylor, 2007
- ^Taylor, 1988, p.35
- ^ abRobson, 2003, p. 37
- ^Dymock, 2006, p. 96
- ^Hodder, 2000, p. 120
- ^Hodder, 2000, p. 119-applies to mileage life and crankshaft modification
- ^Dymock. 2006, p. 96
- ^USA magazine 'Popular Imported Cars' quoted 65 hp (48 kW) for an emissions-controlled engine in a Jan. 1974 test.
- ^Dymock, 2006 quotes as much as 81 bhp (60 kW) in a few instances.
- ^Robson, 2003,p.38
- ^Dymock, 2006, p. 128
- ^Taylor, 1988, p.40
- ^Taylor, 1988, p.40-41
- ^Land Rover Series III Workshop Manual, p. 04-1 details shared components and differences
- ^Taylor, 1988, p. 41
- ^Dymock, 2006, p. 98
- ^Taylor, 1988, p.53
- ^Dymock, 2006, p. 124
- ^Hodder, 2000, p. 40
- ^Taylor, 1988, p. 76 + 78
- ^ abLand Rover Workshop Manual
- ^Taylor, 1995, p.18
- ^Taylor, 1988, p. 76
- ^Robson, 2003, p. 98-99
- ^Dymock. 2006, p.198
- ^Robson, 2003, p. 98
- ^Dymock, 2006, p.129
- ^Taylor, 1988, p.82
- ^Robson, 2003, p.88—confirms initial denial of 2.5-litre petrol and describes petrol/diesel parts commonality
- ^Hodder, 2000, p.114
- ^Robson, 2003, p.88
- ^ abTaylor, 1995, p.33
- ^Robson, 2003, p.78
- ^Dymock, 2006, p.128
- ^Taylor, 1988, p.71
- ^ abHodder, 2000, p.84
- ^Hodder, 2000, p.49
- ^Taylor, 1988, p.84
- ^Taylor, 1995, p.26
- ^Dymock, 2006, p.132-covers all engineering changes/development of this engine
- ^Taylor, 1988, p.85
- ^ abDymock, 2006, p.132
- ^Taylor, 1988, p.89
- ^Hodder, 2000, p.125-6
- ^Robson, 2003, p.79
- ^Dymock, 2006, p.162
- ^Hodder, 2000, p.67
- ^ abcDymock, 2006, p.142
- ^Hodder, 2000, p.68
- ^Robson, 2003, p.96
- ^ abcDymock, 2006, p.134
- ^Robson, 2003, p.99
- ^Hodder, 2000, p.127
- ^ abRobson, 2003, p.98
- ^Robson, 2003, p.106
- ^Hodder, 2000, p.114 + 127
- ^Robson, 2003, p.107—covers number and nature of design changes
- ^Hodder, 2000, p.128
- ^Dymock, 2006, p.172
- ^Dymock, 2006, p.140
- ^Robson, 2003, p.143
- ^Dymock, 2006, p.264
- ^Dymock, 2006, p.182
Bibliography[edit]
- Dymock, E, 2006, The Land Rover File, Dove Publishing, ISBN0-9534142-8-0
- Gould, M, 2007, The Land Rover Scrapbook, Porter Press, ISBN978-0-9556564-0-8
- Hodder, M, 2000, You & Your: Land Rover Ninety, One Ten & Defender, Haynes Publishing, ISBN1-85960-667-9
- Robson, G, 2003, Land Rover: Series One to Freelander, Crowood Press, ISBN1-86126-558-1
- Taylor, J, 1988, The Land Rover, A Collector's Guide, 1948-1988, Motor Racing Publications (4th Edition), ISNM 0-947981-25-X
- Taylor, J, 1995, Land Rover 90 and 110 1983-1990, Owners and Buyers Guide, Yesteryear Books, ISBN1-873078-17-X
- Taylor, J, 2007, Land Rover: 60 Years of the 4×4 Workhorse, Crowood Press, ISBN978-1-86126-965-2
Reprints of contemporary Road Tests as published in:
- Land Rover Series III 1971–1985, published by Brooklands Books
Official Publications:
- Land Rover Series III Repair Operations Manual, 1981, Land Rover Ltd. (LR Part Number: AKM3648)
- Land Rover 90/110/Defender Workshop Manual, re-published edition by Brooklands Books 2008 (LR Part Number: SLR621EM)
External links[edit]
Wikimedia Commons has media related to Land Rover engines. |
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Land_Rover_engines&oldid=909770048'
(Redirected from Land Rover Series)
Land Rover series | |
---|---|
Overview | |
Manufacturer | Rover Company (1948-1967) British Leyland (1968-1983) |
Production | 1948–1985 |
Assembly | Solihull, England |
Body and chassis | |
Class | Off-road vehicle |
Layout | FR layout / All-wheel drive |
Chronology | |
Successor | Land Rover Ninety & One Ten / Defender |
The Land Rover series I, II, and III (commonly referred to as series Land Rovers, to distinguish them from later models) are off-road vehicles produced by the British manufacturer Rover Company. The Land Rover was the first mass-produced civilian four-wheel drive car with doors on it. In 1992, Land Rover claimed that 70% of all the vehicles they had built were still in use.
Most series models feature leaf-sprung suspension with selectable two or four-wheel drive (4WD), however series I's produced between 1948 and mid-1951 had constant 4WD via a freewheel mechanism, and the Stage 1 V8 version of the series III featured permanent 4WD. All three models could be started with a front hand crank and had the option of front & rear power takeoffs for accessories.
- 12Military
Development[edit]
The Land Rover was conceived by the Rover Company in 1947 during the aftermath of World War II. Before the war Rover had produced luxury cars which were not in demand in the immediate post-war period and raw materials were strictly rationed to those companies building construction or industrial equipment, or products that could be widely exported to earn crucial foreign exchange for the country. Also, Rover's original factory in Coventry had been bombed during the war, forcing the company to move into a huge 'shadow factory' built just before the war in Solihull near Birmingham, previously used to construct Bristol Hercules aircraft engines. This factory was now empty but starting car production there from scratch would not be financially viable. Plans for a small, economical car known as the M Type were drawn up, and a few prototypes made, but would be too expensive to produce.
Maurice Wilks, Rover's chief designer came up with a plan to produce a light agricultural and utility vehicle, of a similar concept to the Willys Jeep used in the war, but with an emphasis on agricultural use. He was possibly inspired by the Standard Motor Company, who faced similar problems and were producing the highly successful Ferguson TE20tractor in their shadow factory in Coventry. More likely, he used his own experience of using an army-surplus Jeep on his farm in Anglesey, North Wales. His design added a power take-off (PTO) feature since there was a gap in the market between jeeps and tractors (which offered the feature but were less flexible as transport). The original Land Rover concept (a cross between a light truck and a tractor) is similar to the Unimog, which was developed in Germany during this period.
The first prototype had a distinctive feature — the steering wheel was mounted in the middle of the vehicle. It hence became known as the 'centre steer'. It was built on a Jeep chassis and used the engine and gearbox out of a Rover P3 saloon car. The bodywork was handmade out of an aluminium/magnesium alloy called Birmabright, to save on steel, which was closely rationed. The choice of colour was dictated by military surplus supplies of aircraft cockpit paint, so early vehicles only came in various shades of light green. The first pre-production Land Rovers were being developed in late 1947 by a team led by engineer Arthur Goddard.[1]
1948 Land Rover pre-production number R04; at the National Motor Museum in Beaulieu, Hampshire, England.
Tests showed this prototype vehicle to be a capable and versatile machine. The PTO drives from the front of the engine and from the gearbox to the centre and rear of the vehicle allowed it to drive farm machinery, exactly as a tractor would. It was also tested ploughing and performing other agricultural tasks. However, as the vehicle was readied for production, this emphasis on tractor-like usage decreased and the centre steering proved impractical in use. The steering wheel was mounted off to the side as normal, the bodywork was simplified to reduce production time and costs and a larger engine was fitted, together with a specially designed transfer gearbox to replace the Jeep unit. The result was a vehicle that didn't use a single Jeep component and was slightly shorter than its American inspiration, but wider, heavier, faster and still retained the PTO drives.
The Land Rover was designed to only be in production for two or three years to gain some cash flow and export orders for the Rover Company so it could restart up-market car production. Once car production restarted, however, it was greatly outsold by the off-road Land Rover, which developed into its own brand that remains successful today. Many of the defining and successful features of the Land Rover design were in fact the result of Rover's drive to simplify the tooling required for the vehicle and to use the minimum amount of rationed materials. As well as the aluminium alloy bodywork (which has been retained throughout production despite it now being more expensive than a conventional steel body due to its ideal properties of light weight and corrosion resistance) other examples include the distinctive flat body panels with only simple, constant-radius curves (originally used because they could be cut and formed by hand from aluminium sheet on a basic jig) and the sturdy box-section ladder chassis, which on series vehicles was made up from four strips of steel welded at each side to form a box, thus cutting down on the complex operations required when making a more conventional U- or I-section frame.
Series I[edit]
Series I | |
---|---|
Series I 86 Hard Top. Showing double-skinned 'Safari Roof'. | |
Overview | |
Production | 1948–1958 |
Body and chassis | |
Body style | 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup |
Powertrain | |
Engine |
|
Transmission | 4-speed manual |
Dimensions | |
Wheelbase | 1948–1953: 80.0 in (2,032 mm) 1954–1956: 86.0 in (2,184 mm) (SWB) 1956–1958: 88.0 in (2,235 mm) (SWB) 1956: 107.0 in (2,718 mm) (LWB) 1956½–1959:109.0 in (2,769 mm) (LWB) |
Length | 132.0 in (3,353 mm)/140.5 in (3,569 mm) (SWB) 173.5 in (4,407 mm) (LWB) |
Width | 61.0 in (1,549 mm) |
Height | 73.5 in (1,867 mm) |
Chronology | |
Successor | Land Rover series II |
Land Rover entered production in 1948 with what has later been termed the Series I. This was launched at the Amsterdam Motor Show. It was designed for farm and light industrial use, with a steel box-section chassis and an aluminium body.
Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80-inch (2.03 m) wheelbase and a 1.6-litre petrol engine producing around 50 bhp (37 kW; 51 PS). The four-speed gearbox from the Rover P3 was used, with a new two-speed transfer box. This incorporated an unusual four-wheel-drive system, with a freewheel unit (as used on several Rover cars of the time). This disengaged the front axle from the manual transmission on the overrun, allowing a form of permanent 4WD. A ring-pull mechanism in the driver's footwell allowed the freewheel to be locked to provide more traditional 4WD. This was a basic vehicle: tops for the doors and a roof (canvas or metal) were optional extras. In 1950, the lights moved from a position behind the grille to protruding through the grille.
1948 Land Rover 80 with Tickford Station Wagon coachwork; Heritage Motor Centre, Gaydon
From the beginning it was realised that some buyers would want a Land Rover's abilities without the spartan interiors. In 1949, Land Rover launched a second body option called the 'Station Wagon', fitted with a body built by Tickford, a coachbuilder known for their work with Rolls-Royce and Lagonda. The bodywork was wooden-framed and had seating for seven people. Tickford was well equipped in comparison with the standard Land Rover, having leather seats, a heater, a one-piece laminated windscreen, a tin-plate spare wheel cover, some interior trim and other options. The wooden construction made them expensive to build. The Tickford was taxed as a private car, which attracted high levels of Purchase Tax unlike the original Land Rover. As a result, fewer than 700 Tickfords were sold, and all but 50 were exported.
1953 Land Rover Series I 86 in, Royal Review Vehicle 'State IV'
In 1952 and 1953, a larger 2.0-litre petrol engine was fitted. This engine has Siamese bores, meaning that there are no water passages for cooling between the cylinders. During 1950, the unusual semi-permanent 4WD system was replaced with a more conventional setup, with drive to the front axle being taken through a simple dog clutch. Around this time the Land Rover's legal status was also clarified. As mentioned above, the Land Rover was originally classed as a commercial vehicle, meaning it was free from purchase tax. However, this also meant it was limited to a speed of 30 mph (48 km/h) on British roads. After an appeal to the Law Lords after an owner was charged with exceeding this limit, the Land Rover was classified as a 'multi-purpose vehicle' which was only to be classed as a commercial vehicle if used for commercial purposes.
The 1954 model year brought major changes. The 80-inch (2.03 m) wheelbase model was replaced by an 86-inch (2.18 m) wheelbase model, and a 107-inch (2.72 m) wheelbase 'pick up' version was introduced. The extra wheelbase was added behind the cab area to provide additional load space.In mid-1954 the 'spread bore' petrol engine was introduced (from engines 5710xxxx), allowing better cooling between the cylinders. This had been introduced in the Rover car the year before.[2] The engine was modified again in 1955 (from engine 1706xxxxx), sometimes known as the 'later' spread bore.
September 1955[3] saw the introduction of the first five-door model, on the 107-inch chassis known as the 'station wagon' with seating for up to ten people. The 86-inch station wagon was a three-door, seven-seater. The new station wagons were very different from the previous Tickford model, being built with simple metal panels and bolt-together construction instead of the complex wooden structure of the older Station Wagon. They were intended to be used both as commercial vehicles as people-carriers for transporting workmen to remote locations, as well as by private users. Like the Tickford version, they came with basic interior trim and equipment such as roof vents and interior lights.
The Station Wagons saw the first expansion of the Land Rover range. Station Wagons were fitted with a 'Safari Roof' which consisted of a second roof skin fitted on top of the vehicle. This kept the interior cool in hot weather and reduced condensation in cold weather. Vents fitted in the roof allowed added ventilation to the interior. While they were based on the same chassis and drivetrains as the standard vehicles, Station Wagons carried different chassis numbers, special badging, and were advertised in separate brochures. Unlike the original Station Wagon, the new in-house versions were highly popular.
In mid-1956 the wheelbases were extended by 2 inches (51 mm) to 88 inches (2.24 m) and 109 inches (2.77 m), and the front chassis cross-member was moved an inch forward, to accommodate the new diesel engine, to be an option the following year. This change was made to all models with the exception of the 107 Station Wagon, which would never be fitted with a diesel engine, and would eventually be the last series I in production. These dimensions were to be used on all Land Rovers for the next 25 years.
In 1957 a brand new 2.0-litre diesel engine was introduced that, despite the similar capacity, was not related to the petrol engines used. The petrol engines of the time used the rather out-dated inlet-over-exhaust valve arrangement; the diesel used the more modern overhead valve layout. This diesel engine was one of the first high-speed diesels developed for road use, producing 52 hp (39 kW) at 4,000 rpm.
Series II[edit]
Series II | |
---|---|
Overview | |
Production | 1958–1961 |
Body and chassis | |
Body style | 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup |
Powertrain | |
Engine | 2.0 L petrol I4 2.25 L petrol I4 2.0 L I4 diesel |
Transmission | 4-speed manual |
Dimensions | |
Wheelbase | 88.0 in (2,235 mm) (SWB) 109.0 in (2,769 mm) (LWB) |
Length | 142.4 in (3,617 mm) (SWB) 175.0 in (4,445 mm) (LWB) |
Width | 66.0 in (1,676 mm) |
Height | 77.5 in (1,968 mm) (SWB) 81.0 in (2,057 mm) (LWB) |
Chronology | |
Predecessor | Land Rover series I |
Successor | Land Rover series IIA |
The successor to the successful series I was the series II, which saw a production run from 1958 to 1961. It came in 88 in (2,200 mm) and 109 in (2,800 mm) wheelbases (normally referred to as the 'SWB' and 'LWB'). This was the first Land Rover to receive the attention of Rover's styling department. Chief Stylist David Bache produced the familiar 'barrel side' waistline to cover the vehicle's wider track and the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers. The series II was the first vehicle to use the well-known 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0-litre petrol engine from the series I. This larger petrol engine produced 72 hp (54 kW) and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular.
The 109-inch (2,800 mm) series II station wagon introduced a twelve-seater option on top of the standard ten-seater layout. This was primarily to take advantage of UK tax laws, by which a vehicle with 12 seats or more was classed as a bus, and was exempt from Purchase Tax and Special Vehicle Tax. This made the twelve-seater not only cheaper to buy than the 10-seater version, but also cheaper than the seven-seater 88-inch (2,200 mm) Station Wagon. The twelve-seater layout remained a highly popular body style for decades, being retained on the later series and Defender variants until 2002, when it was dropped. The unusual status of the twelve-seater remained until the end—such vehicles were classed as minibuses and thus could use bus lanes and (if registered correctly) could be exempt from the London Congestion Charge.
There was some degree of overlap between series I and II production. Early series-II 88-inch (2,200 mm) vehicles were fitted with the old 2-litre petrol engine to use up existing stock from production of the series I. The 107-inch (2,700 mm) Station Wagon continued until late 1959 due to continued demand from export markets and to allow the production of series-II components to reach full level.
- 1958 Land Rover series-II Cuthbertson
Series IIA[edit]
Series IIA | |
---|---|
Overview | |
Production | 1961–1971 |
Body and chassis | |
Body style | 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup |
Powertrain | |
Engine |
|
Transmission | 4-speed manual |
Dimensions | |
Wheelbase | 88.0 in (2,235 mm) (SWB) 109.0 in (2,769 mm) (LWB) |
Length | 142.4 in (3,617 mm) (SWB) 175.0 in (4,445 mm) (LWB) |
Width | 66.0 in (1,676 mm) |
Height | 77.5 in (1,968 mm) (SWB) 81.0 in (2,057 mm) (LWB) |
Chronology | |
Predecessor | Land Rover series II |
Successor | Land Rover series III |
The SII and the SIIA are very difficult to distinguish. There were some minor cosmetic changes. Body configurations available from the factory ranged from short-wheelbase soft-top to the top-of-the-line five-door station wagon. A 2.25-litre Diesel was added to the engine line, which after 1967 included a 2.6-litre inline six cylinder petrol engine for the long-wheelbase models, which also had servo-assisted brakes. 811 of these were NADA (or North American Dollar Area) trucks, which were the only long-wheelbase models made for the American and Canadian markets.
From February 1969 (home market), the headlamps moved into the wings on all models, and the sill panels were redesigned to be shallower a few months afterwards.
The series IIA is considered by many the most hardy series model constructed. It is quite possibly also the type of classic Land Rover that features strongly in the general public's perception of the Land Rover, from its many appearances in popular films and television documentaries set in Africa throughout the 1960s, such as Born Free. In February 1968, just a few months after the Rover Company had been subsumed, under government pressure, into the Leyland Motor Corporation, the Land Rover celebrated its twentieth birthday, with total production to date just short of 600,000, of which more than 70% had been exported.[4] Certainly it was whilst the series IIA was in production that sales of utility Land Rovers reached their peak, in 1969–70, when sales of over 60,000 Land Rovers a year were recorded. (For comparison, the sales of the Defender have been around the 25,000 level since the 1990s.) As well as record sales, the Land Rover dominated many world markets- in Australia in the 1960s Land Rover held 90% of the 4×4 market. This figure was repeated in many countries in Africa and the Middle East.
- 1963 Land Rover
Series IIA pickup-type - A Series IIA without canvas
- Land Rover series-IIa station wagon coil-sprung hybrid
- 1961-1966 Forest Rover (on the left)
- 1963 series-IIA ambulance, United Nations
- 1965 series-IIA ambulance, sand
Series IIA forward control[edit]
1963 Land Rover Forward Control Recovery Wagon
The series IIA FC launched in 1962 was based on the series IIA 2.25-litre petrol engine and 109 in (2,769 mm) chassis, with the cab positioned over the engine to give more load space. Export vehicles were the first Land-Rovers to get the 2.6-litre petrol engine. Most examples had an ENV (heavy duty) rear axle, a matching front axle came later. Tyres were large 900×16 types on deep-dish wheel rims to spread the ground weight of this heavy vehicle. These vehicles were somewhat underpowered for the increased load capacity (1.5 long tons or 1,500 kg), and most had a hard working life. Less than 2,500 were made, and most had a utility body, but surviving examples often have custom bodywork. With an upgraded powertrain, they can be used as a small motorhome.
- Land Rover series IIA forward control fire engine
Series IIB forward control[edit]
Land Rover Series IIB forward control in Evje, Norway on the Norwegian Land Rover Club's 30th anniversary meet in August 2005
The series IIB FC produced from 1966 was similar to the series IIA FC but added the 2.25-litre diesel engine as an option. The 2.25-litre engine was the standard engine for this model, the 2.6-litre engine being only available for export.
Heavy duty wide-track axles (designed by ENV) were fitted to improve vehicle stability, as was a front anti-roll bar and revised rear springs which were mounted above the axle rather than below it. In the process the wheelbase was increased to 110 in (2,794 mm). Production ended in 1974 when Land-Rover rationalised its vehicle range. Many IIB components were also used on the '1 Ton' 109 in vehicle.
Series III[edit]
Series III | |
---|---|
Overview | |
Production | 1971–1985 |
Body and chassis | |
Body style | 2-door Off-road vehicle 4-door Off-road vehicle 2-door pickup |
Powertrain | |
Engine | 2.25 L 73 hp (54 kW) I4 (Petrol) 2.25 L 62 hp (46 kW) I4 (Diesel) 2.6 L 86 hp (64 kW) I6 (Petrol) 3.5 L 91 hp (68 kW) V8 (Petrol) |
Transmission | 4-speed manual main transmission 2-speed manual transfer gearbox Selectable 4-wheel drive |
Dimensions | |
Wheelbase | 88.0 in (2,235 mm) (SWB) 109.0 in (2,769 mm) (LWB) |
Length | 142.4 in (3,617 mm) (SWB) 175.0 in (4,445 mm) (LWB) |
Width | 66.0 in (1,676 mm) |
Height | 77.5 in (1,968 mm) (SWB) 81.0 in (2,057 mm) (LWB) |
Chronology | |
Predecessor | Land Rover series IIA |
Successor | Land Rover Ninety & One Ten |
The series III had the same body and engine options as the preceding IIa, including station wagons and the 1 Ton versions. Little changed cosmetically from the IIA to the series III. The series III is the most common series vehicle, with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the series III. The traditional metal grille, featured on the series I, II and IIA, was replaced with a plastic one for the series-III model. The 2.25-litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). During the series-III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976. The series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature synchromesh on all four gears, although some late H-suffix SIIA models (mainly the more expensive Station Wagons) had used the all-synchro box. In keeping with early 1970s trends in automotive interior design, both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash. The instrument cluster, which was previously centrally located, was moved to the driver's side. Long-wheelbase series-III vehicles had the Salisbury rear axle (the differential housing and axle case are one piece)[clarification needed] as standard, although some late SIIA 109-inch (2,800 mm) vehicles had them too.
In 1980, the 2.25-litre petrol and diesel engines received five main bearing crankshafts to increase rigidity and the transmission, axles and wheel hubs were strengthened. This was the culmination of a series of updates to the transmission that had been made since the 1960s to combat the all-too-common problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves. Due to the fully floating design of the rear wheel hubs, the half shafts can be removed very quickly without even having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which blighted the series Land Rovers in many of their export markets and established a reputation that continues in many markets to the present day. This is despite the 1982 re-design (mainly the increase of driving-splines from 10 to 24 to reduce stress) that all but solved the problem.
Also, new trim options were introduced to make the interior more comfortable if the buyer so wished (many farmers and commercial users preferred the original, non-trimmed interior).
These changes culminated in April 1982 with the introduction of the 'County' spec. Station Wagon Land Rovers, available in both 88-inch (2,200 mm) and 109-inch (2,800 mm) types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other 'soft' options designed to appeal to the leisure owner/user.
Of more interest was the introduction of the High Capacity Pick Up to the 109-inch (2,800 mm) chassis. This was a pick-up truck load bay that offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors.
Stage One V8[edit]
From 1979 until 1985, the Stage 1 was built using some of the same components as the Range Rover and 101 Forward Control, such as the LT95 gearbox and 3.5-litre Rover V8 petrol engine. The engine was detuned to 91 hp (68 kW) from the 135BHP of the contemporary Range Rover.
The Stage 1 was normally available only in LWB 109-inch (2,800 mm) form but 24 examples were built with the SWB 88 in (2,235 mm) wheelbase.[5]
'Stage 1' refers to the first stage of investment by the British Government in the company to improve the Land Rover and Range Rover product offerings, which eventually led to the Land Rover 90 and 110. The use of the Range Rover engine and drive train made it the only series-III vehicle to have permanent four-wheel drive.
One-ton 109 inch[edit]
The 1 Ton 109 inch was produced from 1968 to 1977, covering late IIA and series III Models. It was basically a series-IIB forward control built with a standard 109 in body, featuring 2.6-litre petrol engine, lower ratio gearbox, ENV front and rear axles, (Salisbury front and rear on later series IIIs) though some late IIAs were fitted with ENV axles in front and Salisbury on the rear. Later series IIIs had a Rover type front axle with uprated differential. The chassis frame was unique to the model and featured drop-shackle suspension similar to the military series Land Rovers. 900x16 tyres were a standard feature and these machines were commonly used by utility companies and breakdown/recovery firms. Only 170 IIA and 238 series IIIs (1 Ton) were built for the home market. Export markets had even fewer examples, making this one of the rarest types of Land-Rover ever built.
Australia[edit]
Short-wheelbase Land Rover series III
Australia has always been an important export market for Land Rovers of various models, but especially the utility models. 80-inch series-I models were sold to the Australian government in the late 1940s for work on civil engineering projects such as dams and road construction, which brought the vehicle to the buying public's attention. Large sales followed and in the 1950s Land Rover established factories in Australia to build CKD kits shipped from the Solihull factory. The Land Rover continued to sell well throughout the 1960s in series II guise, commanding some 90% of the off-road market, and with practically every farm having at least one Land Rover.
Land Rover series-III pickup
The series III continued this success in the early 1970s, but from the middle of the decade sales declined. A large coal export deal to Japan relied on the subsequent import of Japanese cars and other goods, a combination of this increasing competition and increasingly poor quality of the components being shipped from Britain meant that Land Rover's dominance slipped. A problem specific to Australia was the always-limited supply of new Land Rovers. Leyland's factory never had the capacity to meet possible demand and the need to import almost the entire vehicle in kit form from Britain restricted the supply and manufacturing process further. This led to a long waiting list developing for the Leyland product whilst commercial operators could receive large fleets of Japanese vehicles very quickly. The other problems faced by Land Rover were the same throughout its export markets- compared to the Japanese competition, the Land Rover was underpowered, unreliable and slow with a poor ride quality, despite their superior off-road ability. Poor rust-proofing and low-quality steel used in comparison to the Japanese vehicles turned the buyers away in large numbers and by 1983, with the introduction of the One Ten, the Toyota Land Cruiser became the best-selling 4×4 in Australia.
In the early 1980s, Land Rover Australia had made some changes to the vehicle to try to combat this sales decline. As well as the fitting of the V8 petrol engine in the 1979 'Stage One', as in the rest of the world, Australia also received the same vehicle with the option of a 3.9-litre 97 hp (72 kW) four-cylinder Isuzu diesel engine (4BD1).[6] This was introduced in 1982, and was meant to be equipped in about ten percent of the Australian production. Top speed is 77 mph (124 km/h).[7] This helped slow the sales decline, but the rest of the vehicle's shortcomings let it down. The One Ten was also available with this engine, and a turbocharged version producing in excess of 100 horsepower (75 kW) powered the military 6×6.
South Africa[edit]
South Africa's relationship with Land Rover started in 1949 when the first series-I 80-inch models were sold in South Africa. In August 1950, Car Distributors Assembly (Pty) Ltd assembled the first Land Rover CKD in Port Elizabeth, South Africa. The first local production of fuel tanks and chassis at the Port Elizabeth plant was announced in August 1963 and from then on the local content in the production of Land Rovers increased steadily to 44% of vehicle weight by 1972. Local content included: chassis, road springs, entire body, tyres, seat frames and upholstery, battery, fibreglass roof and all glass. In 1974 Leyland SA had 3 assembly plants. Local content increased further in 1980 with the series-IIIS models fitted with locally produced petrol(R6) and diesel(ADE 236) engines. In 1992 the Blackheath factory in the Cape Province was identified as the largest Land Rover CKD assembly outside the UK.[8]
Military[edit]
United Kingdom[edit]
British Army, 109-inch wheelbase, series-III soft-top
The British Army used series Land Rovers in large numbers (and continues to use the modern Defender versions). The British Army tested the 80-inch (2.03 m) series-I Land Rover almost as soon as it was launched in 1948. At that time, the Army was more interested in developing a specially designed military utility 4×4 (the Austin Champ). However, the Champ proved too complex, heavy and unreliable in battlefield conditions so the Army looked to the Land Rover. In the late 1940s the Ministry of Defence was keen on the standardisation of its vehicles and equipment. Part of this plan was to fit Rolls-Royce petrol engines to all its vehicles (even though most were not actually built by R-R). A batch of series-I Land Rovers were fitted with Rolls-Royce B40 four-cylinder engine, which required modification to an 81-inch (2.06 m) wheelbase). However, the engine was too heavy and slow-revving, which stunted performance and produced torque that the Rover gearbox could only just cope with. Rover convinced the MOD that, considering the quantities of Land Rovers they were considering ordering, that the standard 1.6-litre engine would suffice. The MOD started ordering Land Rovers in batches from late 1949. The initial batches were for 50 vehicles, but by the mid-1950s the Army was buying Land Rovers 200 vehicles at a time.
The 'Pink Panther'
Land Rovers were deployed to the Korean War and the Suez Crisis, and became standard light military vehicles throughout the Commonwealth.
Originally British 109-inch SIII ambulance
However, as the 1960s progressed, more and more specialised versions were developed. As well as the standard 'GS' (General Service) vehicles, a common variant was the 'FFR' (Fitted For Radio', which had 24-volt electrics and a large engine-powered generator to power on-board radios. There were also Ambulances on the 109-inch (2.77 m) series-II and series-III chassis. A well-known version was the LRDPV (Long-Range Desert Patrol Vehicle), commonly called the 'Pink Panther', on account of their distinctive light pink sand camouflage. These 109-inch (2.77 m) series IIs were converted by Marshall's of Cambridge by being stripped of doors and windscreens and fitted with grenade launchers, a machine gun mounting ring and long-range fuel tanks and water tanks. They were used by the SAS for desert patrol and special operations.
Land Rover half-ton lightweight series III
By the late 1970s, the British Army had acquired around 9,000 series-III models, which were mainly a special 'heavy duty' version of the 109-inch (2.77 m) soft top. These models had improved suspension components and a different chassis cross-member design. These were produced in 12-volt 'GS' models and 24-volt 'FFR' versions. A small number were 88-inch (2.24 m) GS and FFR models, but in general the Army used the air-portable half-ton, 88-inch (2.24 m) 'lightweight' version. The lightweight was in service by many armies all over the world. In Europe also the Royal Dutch Ground Forces and the Danish Army used the Land Rover lightweight. Instead of the petrol engine the Dutch and Danish lightweights had diesel engines. Instead of the canvas top the Dutch ones had PVC tops like the modern Land Rover 'Wolf'.
In addition, there were also 101-inch (2.57 m) Forward Control models, 109-inch (2.77 m) FV18067 ambulances built by Marshall Aerospace of Cambridge.
The Royal Navy and Royal Air Force also acquired and maintained smaller Land Rover fleets during the 1960s and 1970s. The RAF used 88-inch (2.24 m) models for communications, liaison, personnel transport and airfield tractor duties. The Royal Navy's fleet was, understandably, small and consisted mainly of GS-spec and Station Wagon versions for personnel and cargo transport.
All British military Land Rovers used the 2.25-litre four-cylinder petrol engine, except the forward control 101 which used the 3.5 litre Rover V8 engine . However, some overseas customers (such as The Netherlands) specified the 2.25-litre diesel unit instead.
The Land Rover is also the basis for the Shorland Internal Security Patrol Vehicle developed by Short Brothers.
Australia[edit]
Australian Army Land Rover series-2 anti-tank 'gunbuggy' with a 106mm recoilless rifle
Australian Army Land Rover deployed to Namibia during UNTAG on display at the Australian War Memorial.
The Australian-made series 1, 2, 2A and 3 were widely used by the Australian Army, Royal Australian Navy and Royal Australian Air Force.[9] Most were GS (General Service) mobility vehicles with variants built as Long Range Patrol Vehicles, ambulances, command reconnaissance cars, fire tenders and ceremonial vehicles.[10]
The first was delivered to the Army in 1948 and the series 1 gradually replaced the World War II era Austin Champs and Jeeps. The series 2 was introduced in 1958, the 2a in 1963 and series 3 in 1973.[11] 72 of the series 2 were fitted as an anti-tank 'gunbuggy' with a 106mm recoilless rifle.[10]
The Land Rover Perentie, commonly thought to be a military variant of the Land Rover Defender, was introduced in 1987, 3 years before the Defender was named in 1990. Over 2,500 four wheel drive and 400 six wheel drive remain in service.[11]
New Zealand[edit]
Land Rover Series 2a Engine
The New Zealand Army purchased 640 of the Australian-made series 1 between 1951-1953. A similar number of series 2 were purchased in 1959-1962 and a small batch of series 2A in 1965-1967. New Zealand purchased a small number of ex-Australian series 2 and 2A vehicles in 1971-72, out of the pool used by the ANZUK force in Singapore, which were typically re-manufactured by BLMC NZ Ltd in Wellington and hence carry New Zealand build plates.[12] These are commonly called a Land Rover 'Skippy' and are distinctive with differently cut guards. 566 of the series 3, mostly 109' V8.s, were purchased in 1982-83.[11] land-rovers were phased out of New Zealand service in 2007/2008 when they were replaced by 321 Pinzgauer High-Mobility All-Terrain Vehicles.[13]
Minerva[edit]
Series Land Rover Parts Usa
Minerva Land Rover
Game millionaire indonesia offline. Minerva of Belgium produced a version of the Standard Vanguard, under licence from the Standard Motor Company.When Belgium's army needed a lightweight 4×4 vehicle, the head of Minerva, Monsieur van Roggen approached Rover in the spring of 1951. On 21 June, Rover discovered that they were competing against Willys Jeep for the contract. In October 1951, the deal was agreed and in 1952, the Minerva-Land Rover was produced. Both 80' and 86' models were made until production ended in 1956.
The Rover company supplied technical support for Minerva and allowed Minerva to produce Land Rovers under licence. Arthur Goddard, Rover Assistant Chief Engineer and head of Land Rover development was in charge of approving the changes Minerva wanted to make to the Land Rover as well as setting the factory up to assemble the vehicles.
Santana[edit]
Santana Motor S.A. was a Spanish car manufacturer based in Linares, in the province of Jaén, Spain.[14]
Spanish Civil Guard Santana Land Rover 88 series.
The company was founded as 'Metalúrgica de Santa Ana, SA' and originally manufactured agricultural equipment. The company was set up with a start up of just 3 million pesetas, following a drive by the Spanish government in 1954 who were offering start-up incentives to local businesses to encourage development in the Andalucia region of Southern Spain.[15] The company decided to expand beyond its original products line and entered into talks with the Rover car company in 1956 in an attempt to get a licensing agreement to build Land Rover series models in their factory, in a similar way to the Minerva company in Belgium, Tempo in Germany and Morattab company in Iran, all built series Land Rovers under licence. An agreement was reached in 1956 and production began in 1958 it was licensed to build Land Rover models. The Santana Motor company built series Land Rovers under licence in CKD form (Complete Knocked Down kits); essentially parts were shipped over from the Land Rover factory in Solihull and the Land Rovers were built up from this 'kit' at the Santana factory in Spain.
From 1968 Santana began to develop its own versions of the Land Rover series models, developing new engines and new models and this close relationship with Land Rover led the company to change its name from 'Metalúrgica de Santa Ana, SA' to 'Land Rover Santana, SA'.[15]
It's easy to use, and it can monitor all conversations on your Local Area Network in. It can help you create shortcut texts called macros for your repetitive texts. Size: 3.8 MB License: Shareware Price: $29.95 Keywords: - - - - - - - - - Data Added 1: February 05, 2011 Macro Keys is a unique productivity software that helps you save your time when working with your computer.
In 1962 the company became responsible for promoting the Santana and Land Rover brands in Central and South American Markets as well as Africa. CKD kits were also supplied to the Moroccan and Costa Rican markets by the company. Because of the harsh working lives vehicles endured in these environments, customer feedback on the range meant that Santana were often far more aware of each model's failings than the Land Rover company itself was. Because of the tight financial position in this period of British Leyland (which owned Land Rover), Santana were often better placed than Land Rover was to deal with these failings. This meant that Santana began to engineer its own solutions to common problems into the models it produced and thus Santana's models diverged from Land Rover's original products. Up to the late 1980s the Santana models – supposed to be quickly and cheaply built versions of Land Rover's original product - often ended up being quite different to Land Rover's own vehicles. For instance Santana models featured anatomical seats, disc-brakes, turbo diesel engines, taper-leaf springs, coil springs, and civilian-specification Forward Control versions before the Land Rover equivalents and there was even a civilian version of the Land Rover Lightweight called the 'Ligero' which was never released by Land Rover.[15]
The Santana Motor Company ended its agreement with Land Rover in 1983 but continued to develop its own range of vehicles which remained visually similar to Land Rover's series and Defender range.
Santana's later (non Suzuki licensed) vehicles were developments of the series leaf sprung chassis – the PS-10 and the Iveco Massif. Poor sales, quality issues and the Fiat/Iveco merger with Chrysler who owned Jeep causing the end of Iveco Massif production by Santana, put the company out of business in 2011.
Land Rover Series 2a Parts
See also[edit]
References[edit]
- ^Sibur-Russian Tyres. 'JustAuto Factsheet'. Just-auto.com. Retrieved 30 September 2010.
- ^'Land Rover, 65 Years of the 4X4 Workhorse', James Taylor, Crowood Press, 2013
- ^'New model Land Rover is introduced Today', The Yorkshire Post and Leeds Mercury, Sept 21st 1955
- ^'News'. Motor. 17 February 1968. pp. 90–91.
- ^'Stage 1 V8 109'. Stage1v8.org.uk. Retrieved 30 September 2010.
- ^Barden, Paul, ed. (June 1986). 'Scoop! New Land Rover truck'. TRUCK. London, UK: FF Publishing Ltd: 5.
- ^Kennett, Pat, ed. (May 1982). 'What's New: Isuzu power for Land Rover'. TRUCK. London, UK: FF Publishing Ltd: 13.
- ^Land Rover in South Africa. XtraMile Creative. ISBN978-0-620-46761-2.
- ^R. M. Clarke (2001). Land Rover Military Portfolio. Brooklands Books. ISBN1855205610.
- ^ abBart Harmannus Vanderveen (1983). World directory of modern military vehicles. Arco Publications. pp. 44, 62, 235. ISBN0668060220.
- ^ abc'Australian Military Land Rover Fleet Information'. Registry of Ex-Military Land Rovers.
- ^'NZ info -REMLR'. www.remlr.com. Retrieved 16 June 2016.
- ^'LOV (Light Operational Vehicle)'. NZ Army. Archived from the original on 31 March 2013. Retrieved 28 September 2011.
- ^'Who we are?'. santana-motor.es. Retrieved 22 December 2007.
- ^ abc'Anibal Charm'. Land Rover World Magazine: 66–72. July 2005.
External links[edit]
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5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | |
Off-road vehicle | Series I | Series II | Series III | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
101 FC | Ninety & One Ten | Defender | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Compact SUV | Range Rover Evoque | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Freelander | Freelander 2 | Discovery Sport | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Mid-size SUV | RR Velar | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Discovery I | Discovery II | Discovery 3 | Discovery 4 | Discovery 5 | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Full-size SUV | Range Rover Classic | Range Rover Sport | Range Rover Sport 2 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Range Rover | Range Rover | Range Rover |
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