Advise please on P38 2.5 verses Vouge 200tdi?

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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. It was also considered rather raucous and unrefined, especially for use in the Discovery and Range Rover models. A special version of the engine had to be produced to fit the Defender, and problems with premature bore wear in early models, and a weak head gasket had been identified. 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. 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. 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. The 300Tdi was noticeably smoother and quieter than the 200Tdi, but was generally found to not be quite as economical in real-world use. 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 horsepower 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 ‘fly-by-wire’ electronic throttle to reduce emissions. 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. Increasing emissions laws worldwide and falling sales led to production of the 300Tdi ending in 2006. A much-modified 2.8-litre version is still built by International Engines in Brazil, and is available as an after-market fitment to Land Rovers through specialist converters
 
barmatt said:
**** me he can type quick:eek::eek::rolleyes:
Click to expand...

Why are you being a feckin ball bag?

bag01_opt.jpg
 
So apart from a bit of cut and paste from another LR forum and which after all is just some one elses opinion LRO still hasn't said what faults a 200 has that a 300 doesn't?? I'm aware that like all british car manufacturers The earliest models had problems that were sorted on later engines. (it's called R&D budget cutting) or get em out & pray, that helped kill the UK car industry.

But then early 300's had belt tensioner issues and they Overheated IIRC and TD5's ****ed oil into the looms. etc etc etc.. slipped liners on V8's HGF on gaylanders etc etc.

So what faults have 200's got that 300's haven't and how are they SOFT especially as they have same power & torque outputs..
 
I was just having a laugh FFS, some of the replies I got prompted a bit of **** taking.
I've had the 200 and 300, I found them both reliable but the 300 a bit smoother.
The article I pasted seems to be the general consensus on the two motors afaik...
 
LRO said:
I was just having a laugh FFS, some of the replies I got prompted a bit of **** taking.
Click to expand...

**** taking and banter is what this place is all about but all you've done since you got here is tell people their full of **** without anything other than name calling when asked to support your statements.

As said a few posts ago, you must have something more constructive to add to this forum other than the **** you've been posting so far.

That's my tupenneth anyhow:).
 
In trying to respond to the question in hand.... I think it would be fair to say this.

As the 200 developed into the 300, and then the M51 came in to the range, but all on different basis. This, more than one element of the package is being changed and therefore its the 'package' that you actually end up picking not just the engine option.

To support this, I would end up having parts of a number of vehicles. the off road rugidness and utility of a defender, the internals of a p38 with an uprated M51, the petrol ZF 24 Autobox but the 300tdi transfer box.

So - I think unless you are going to transplant an engine across... you need to select the 'vehicle' not just and engine type.

At the age of all second hand engines now - all options may be as duff as each other, and replacement units are probably out of your price range or comparable to going for a newer vehicle selection altogether.

My advice is to select the CAR first then pick the Engine you want... if not available, then its a compromise.
 
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