200tdi 300tdi

A 100 :doh:

300tdis have an egr and are connected to a r380 gearbox instead of a lt77 on the 200 thats all i can think of

300 runs higher boost.

Also has a different timing case on the front and runs a single serpintine belt for the ancillaries.

There are actually a great many differences between the 200 and 300tdi engines despite looking similar. Land rover claimed to have made over 100 changes or revisions over the previous 200tdi. These include a slightly different head casting, different injectors (higher secondary pressures) and larger crank bearing journals amongst others. Same power, economy etc though. The 300tdi is definitely quieter than the 200 with less DI rattle.

Interestingly we once fabricated some adapters to fit 300tdi injectors to a 200tdi, (they were £46 each instead of the £200 each for 200tdi items!! I then fitted a 300tdi injector pump and pipework. This worked very well and the engine was very quiet for a 200tdi suggesting revised injector timing/ pressures are responsible for much of the noise reduction.

Hope this helps.

Nathan & Daniel Lloyd

The engine blocks are different. You can bolt engine mounts from a 2 1/4 engine onto a 200Tdi block, but not onto a 300Tdi block. The 200Tdi Discovery and Defender engines have different inlet and exhaust manifolds, with the turbo low down on the Disco version. I believe all the 300Tdi engines have the turbo in the same high up position.

:googleit: is your friend

200Tdi (Engine Code 11L)
In 1989 Land Rover had launched the Discovery its Range Rover-based family 4x4 that quickly became Europe’s top-selling 4x4.[58] One of the key reasons for its success was its ground-breaking turbodiesel 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.[12] 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 alloy cylinder 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.[12] 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 of use.[63][65][66]
Layout: 4-cylinder, in-line
Block/Head: Cast iron/aluminium alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression ratio: 19:1
Fuel injection: Bosch VE rotary pump + Bosch two-stage injectors
Induction: Garrett T25 turbocharger
Power: 111 bhp (83 kW) @ 4,250 rpm (Discovery + Range Rover)
107 bhp (80 kW ) @ 3,900 rpm (Defender)
Torque: 195 lbf·ft (264 N·m) @ 1,800 rpm (Discovery + Range Rover)
188 lbf·ft (255 N·m) @ 1,800 rpm (Defender)
Production: 1989-1994
Used in: Land Rover Defender, Discovery + Range Rover
[edit]300Tdi (Engine Codes 16L and 23L)
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 premature bore wear in early models, and a 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 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.[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.[12] 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.[66][72]
Layout: 4-cylinder, in-line
Block/Head: Cast iron/aluminium alloy
Valves: OHV, belt-driven camshaft, push-rod operated
Capacity: 2,495 cc (152.2 cu. in)
Bore x stroke: 90.47 mm x 97 mm (3.56 in x 3.81 in)
Compression Ratio: 19:1
Fuel injection: Bosch VE rotary pump + Bosch two-stage injectors (with Bosch EDC system on versions with automatic transmission)
Induction: Allied Signal T25 turbocharger
Power: 111 bhp (83 kW) @ 4,250 rpm (versions with manual transmission)
122 bhp (91 kW) @ 4,250 rpm (versions with automatic transmission)
Torque: 195 lbf·ft (264 N·m)@ 1,800 rpm (versions with manual transmission)
210 lbf·ft (285 N·m)@ 1,800 rpm (versions with automatic transmission)
Production: 1994-2006
Used in: Land Rover Defender, Discovery + Range Rover, also various Brazil-assembled Ford pickup trucks.

You didnt type all that did you MHM ?.

Del.

a letter at a time

one reason that the 200 had to be developed further to become the 300 was that the military would not accept it in any of there vehicles as they deemed it too complicated to be worked on in the field, hence the reason why the water pump does not need to be removed to change cam belt, single stage injectors fitted