Copied from Wikipedia page,
200Tdi (engine code: 11L, 12L, 13L and 14L)[edit]
200Tdi
This Defender-spec 200Tdi has been retrofitted 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 113 hp (84 kW) @ 4,250 rpm (
Discovery and
Range Rover); 109 hp (81 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 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.
[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 detuned, 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. In the Range Rover it has a 14L engine number. Although the older petrol and naturally aspirated diesel units were theoretically still available, the 200Tdi had better performance and economy than either of them, 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
