Land Rover

Evolved from Series vehicles. 2.5L diesel 300 Tdi with 111hp. Later 2.2L Puma diesel with 122hp. 90 (two-door) and 110 (four-door) wheelbase options. Four-speed or five-speed manual. Weight 1969kg (110). Permanent four-wheel drive. High-low range transfer case. Wading depth 500mm. Coil spring suspension. Aluminum body panels. Extremely rugged construction. Military and civilian variants. 67-year production history total with Series.

3.0L mild hybrid inline-six with 395hp. V8 with 518hp. P400e plug-in hybrid 398hp. 90 and 110 variants, 130 longest. Eight-speed automatic. Weight 2323kg. 0-60 mph in 5.2 seconds (V8). Wading depth 900mm. Monocoque with integral body frame. ClearSight Ground View camera. Terrain Response 2. Air suspension optional. Wade sensing. Modern luxury with classic capability. Configurable Terrain Response.

3.5L V8 with 135hp. Later 4.2L with 200hp. Permanent four-wheel drive first. 4470mm length. Four-speed then five-speed manual, automatic later. Weight 1920kg. Split tailgate design. Coil spring suspension first SUV. Long-wheelbase 1992. Air suspension option 1992. Defined luxury SUV segment. Very capable off-road with refinement on-road.

4.0L V8 with 190hp. 4.6L V8 with 225hp. BMW 2.5L diesel with 136hp. Electronic air suspension standard. 4713mm length. Five-speed automatic. Weight 2235kg. Height adjustable suspension. HEVAC climate control. Improved luxury interior. Remote central locking. Global Positioning System available.

BMW 4.4L V8 with 282hp initially. Jaguar 4.2L supercharged V8 with 396hp. Later 5.0L supercharged V8 with 510hp. 4972mm length. Six-speed automatic. Weight 2710kg. 0-60 mph in 5.9 seconds (supercharged). Terrain Response system debut. Height-adjustable air suspension. Harman Kardon audio. Larger and more luxurious. Westminster and Autobiography editions.

3.0L supercharged V6 with 340hp. 5.0L supercharged V8 with 518hp. Plug-in hybrid with 398hp. 5000mm length. Eight-speed automatic. Weight 2360kg (lightweight aluminum body). 0-60 mph in 5.1 seconds (V8). All-aluminum monocoque. 420kg lighter than L322. Terrain Response 2 automatic. Meridian audio system. Executive Class seating. Very refined.

3.0L mild hybrid inline-six with 395hp. 4.4L twin-turbo V8 with 523hp. P440e plug-in hybrid with 434hp. Electric Range Rover coming. 5052mm length. Eight-speed automatic. Weight 2610kg. 0-60 mph in 4.4 seconds (V8). MLA-Flex architecture. All-wheel steering. Active noise cancellation. 48V active anti-roll bars. Autonomous drive assist. Most refined Range Rover ever.

4.4L V8 with 299hp. Supercharged 4.2L V8 with 390hp. Later 5.0L supercharged with 510hp. 4788mm length. Six-speed automatic. Weight 2590kg. 0-60 mph in 6.2 seconds (supercharged). Terrain Response. Air suspension standard. Dynamic Response active anti-roll bars. Harman Kardon audio. More sporty character than Range Rover.

3.0L supercharged V6 with 340hp. 5.0L supercharged V8 with 518hp. SVR with 575hp. 4850mm length. Eight-speed automatic. Weight 2310kg (aluminum construction). 0-60 mph in 4.5 seconds (SVR). All-aluminum lightweight construction. Terrain Response 2. Wade sensing. InControl Touch Pro. Configurable dynamics. Very fast for SUV segment.

3.0L mild hybrid inline-six with 395hp. 4.4L twin-turbo V8 with 523hp. P440e plug-in hybrid 434hp. Electric version coming. 4946mm length. Eight-speed automatic. Weight 2587kg. 0-60 mph in 4.3 seconds (V8). MLA-Flex architecture. Stormer design. All-wheel steering. Adaptive off-road cruise control. ClearSight digital mirror. Air suspension standard.

3.5L V8 with 165hp. Later 3.9L V8. 2.5L Tdi diesel with 111hp. 4522mm length. Five-speed manual or four-speed automatic. Weight 1980kg. Permanent four-wheel drive. Two-speed transfer case. Five or seven seats. Stepped roofline for rear headroom. Very capable off-road. Family adventure vehicle concept.

4.0L V8 with 185hp. Td5 diesel with 138hp. 4705mm length. Five-speed manual or automatic. Weight 2205kg. Active cornering enhancement available. Hill descent control. Improved interior quality. Self-leveling rear suspension. Dual sunroofs available. Enhanced towing capability. Very practical family SUV.

4.4L V8 with 295hp. TDV6 diesel with 190hp. Integrated body frame construction. 4838mm length. Six-speed automatic. Weight 2630kg. 0-60 mph in 8.7 seconds (V8). Terrain Response debut. Air suspension optional. Height adjustable. Stadium seating. Split tailgate. Very refined on-road.

5.0L V8 with 375hp. 3.0L TDV6 diesel with 245hp. SDV6 diesel with 256hp. 4829mm length. Six then eight-speed automatic. Weight 2630kg. 0-60 mph in 7.8 seconds (V8). Improved Terrain Response. Wade sensing. Surround camera system. Satellite navigation standard. Improved fuel economy diesel.

3.0L Ingenium inline-six with 355hp. 3.0L mild hybrid inline-six with 395hp. 4970mm length. Eight-speed automatic. Weight 2294kg (aluminum construction). 0-60 mph in 6.0 seconds. All-aluminum monocoque. Terrain Response 2. InControl Touch Pro. Intelligent seat fold. Wading depth 900mm. ClearSight mirror. Very capable and luxurious.

2.0L turbo with 240hp. 2.2L diesel with 190hp. Coupe and five-door variants. Convertible 2016. 4355mm length. Nine-speed automatic. Weight 1670kg. 0-60 mph in 7.1 seconds. Terrain Response. Wade sensing. Active driveline. Meridian audio. Concept-car design production. Victoria Beckham special edition. Very stylish compact SUV.

2.0L turbo Ingenium with 296hp. P300e plug-in hybrid with 309hp. P300e PHEV available. 4371mm length. Nine-speed automatic. Weight 1818kg. 0-60 mph in 6.3 seconds. Premium Transverse Architecture. ClearSight Ground View. Terrain Response 2. Wade sensing 600mm. Sustainable materials interior. 48V mild hybrid option. Activity Key wristband.

2.0L turbo with 247hp. 3.0L inline-six with 395hp. P400e plug-in hybrid 398hp. SVAutobiography Dynamic 542hp. 4803mm length. Eight-speed automatic. Weight 1995kg. 0-60 mph in 5.3 seconds (SVAutobiography). Touch Pro Duo infotainment. Flush door handles. LED matrix headlights. Wade sensing 650mm. Terrain Response 2. Sleek design fills gap between Evoque and Range Rover Sport.

The agricultural side-valve four that launched the original Land Rover and defined off-road capability for generations. This 1,595cc inlet-over-exhaust inline-four featured a cast-iron block and head with the inlet valves in the head and exhaust valves in the block—a design that provided excellent low-RPM torque characteristics. The valve train used pushrods and rockers for the inlet valves with the camshaft located low in the block, while the crankshaft was a forged unit running in three main bearings. The intake system used a single Zenith or Solex carburetor with a simple cast-iron manifold, while the exhaust featured a cast-iron manifold feeding a single pipe. With 6.8:1 compression and a 4,000 RPM redline, it produced 50 hp at 4,000 RPM and 81 lb-ft at 2,000 RPM. The cooling system used a front-mounted radiator with thermosiphon circulation (no water pump initially), while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's brutal simplicity, massive torque at walking pace, and ability to run on low-quality fuel made it the perfect powerplant for remote exploration and agricultural work.

The lightweight aluminum V8 that transformed Land Rover from utilitarian workhorse to refined performer. This 3,528cc 90° V8 featured aluminum block and heads with wet liners, originally designed by Buick but extensively developed by Rover. The valve train used pushrods and rockers operating valves in wedge-shaped combustion chambers, while the crankshaft was a cast unit running in five main bearings. The intake system used twin SU carburetors on early versions, later replaced by Lucas fuel injection, while the exhaust featured cast-iron manifolds. With 8.1:1 compression and a 5,000 RPM redline, it produced 132 hp at 5,000 RPM and 185 lb-ft at 2,500 RPM. The cooling system used a front-mounted radiator with belt-driven water pump, while the oiling system employed a gear-type pump with full-flow filtration. This engine's light weight, smooth power delivery, and massive torque reserves made it ideal for the Range Rover, creating the luxury SUV segment while maintaining proper off-road capability.

The rugged direct-injection diesel that brought modern efficiency to Land Rover's utilitarian models. This 2,495cc OHV inline-four featured a cast-iron block and head with direct injection and a Garrett T25 turbocharger. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in five main bearings. The intake system used a direct injection pump with mechanical governor, while the exhaust featured a cast-iron manifold feeding the turbocharger. With 23.0:1 compression and a 4,200 RPM redline, it produced 111 hp at 4,000 RPM and 195 lb-ft at 1,800 RPM. The cooling system used a heavy-duty front-mounted radiator with viscous fan, while the oiling system employed a gear-type pump with additional cooling capacity. This engine's mechanical simplicity, incredible fuel economy, and tractor-like torque made it legendary for expedition use, with reliability that became the stuff of legend in developing markets.

The enlarged and fuel-injected V8 that powered the Range Rover into the modern luxury era. This 4,197cc 90° V8 featured the same basic aluminum architecture as the 3.5L but with increased bore and stroke. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a cast unit running in five main bearings. The intake system used Lucas digital fuel injection with a hot-wire air flow meter, while the exhaust featured tubular headers in later versions. With 9.35:1 compression and a 5,000 RPM redline, it produced 200 hp at 4,850 RPM and 250 lb-ft at 3,250 RPM. The cooling system used a dual-pass radiator with electric fan, while the oiling system employed a high-volume gear pump with oil-to-water cooler. This engine's combination of V8 refinement, increased power, and modern fuel injection made the Range Rover a genuine alternative to luxury sedans while maintaining its off-road supremacy.

The sophisticated German V8 that powered Land Rover during the BMW ownership era. This 4,398cc 90° V8 featured aluminum block and heads with dual overhead camshafts and four valves per cylinder—a massive technological leap for Land Rover. The valve train used chain-driven dual overhead camshafts with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used Bosch Motronic fuel injection with variable-length intake manifold, while the exhaust featured equal-length headers. With 10.75:1 compression and a 6,000 RPM redline, it produced 282 hp at 5,400 RPM and 310 lb-ft at 3,600 RPM. The cooling system used a dual-pass radiator with viscous fan, while the oiling system employed a variable-displacement vane pump. This engine's combination of German engineering, sophisticated electronics, and smooth power delivery brought Land Rover into the modern era of luxury SUV performance.

The modern common-rail diesel V6 developed during the Ford ownership period. This 2,720cc 60° V6 featured a compacted graphite iron block with aluminum heads and twin turbochargers. The valve train used belt-driven dual overhead camshafts with four valves per cylinder, while the crankshaft was a forged unit running in four main bearings. The intake system used a common-rail direct injection system operating at 1,800 bar with piezoelectric injectors, while the exhaust featured a variable-geometry turbocharger with diesel particulate filter. With 16.0:1 compression and a 4,500 RPM redline, it produced 187 hp at 4,000 RPM and 325 lb-ft at 1,900 RPM. The cooling system used a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employed a variable-displacement vane pump. This engine's combination of refinement, massive low-end torque, and modern emissions compliance made it ideal for the sophisticated Discovery and Range Rover Sport models.

The supercharged masterpiece that created the high-performance SUV segment with the Range Rover Sport SVR. This 5,000cc 90° V8 featured aluminum block and heads with twin-vortex supercharger and intercooler. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used a Roots-type supercharger with air-to-water intercooler producing 14.5 psi of boost, while the exhaust featured active valves. With 9.5:1 compression and a 6,500 RPM redline, it produced 550 hp at 6,000 RPM and 502 lb-ft at 2,500 RPM. The cooling system used triple radiators with variable-speed fans, while the oiling system employed a variable-displacement vane pump with oil-to-water cooler. This engine's combination of supercharged thrust, sophisticated electronics, and Jaguar-derived refinement created the template for the modern high-performance luxury SUV.

The modern modular diesel that powers Land Rover's current volume models. This 1,999cc DOHC inline-four features a compacted graphite iron block with aluminum head and variable-geometry turbocharger. The valve train uses belt-driven dual overhead camshafts with four valves per cylinder, while the crankshaft is a forged unit running in five main bearings. The intake system uses a common-rail direct injection system operating at 2,200 bar with solenoid injectors, while the exhaust features a diesel particulate filter and selective catalytic reduction. With 16.5:1 compression and a 4,500 RPM redline, it produces 237 hp at 4,000 RPM and 369 lb-ft at 1,500 RPM. The cooling system uses a dual-circuit design with separate cooling for EGR and charge air, while the oiling system employs a variable-displacement vane pump. This engine's combination of refinement, efficiency, and massive low-end torque makes it ideal for both on-road refinement and serious off-road work.

The sophisticated turbocharged petrol four that brings modern efficiency to Land Rover's lineup. This 1,997cc DOHC inline-four features an aluminum block with integrated exhaust manifold and twin-scroll turbocharger. The valve train uses belt-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft is a forged unit running in five main bearings. The intake system uses a twin-scroll turbocharger with electronic wastegate, while the exhaust features an integrated manifold. With 10.5:1 compression and a 6,500 RPM redline, it produces 296 hp at 5,500 RPM and 295 lb-ft at 1,500 RPM. The cooling system uses a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employs a variable-displacement vane pump. This engine's combination of immediate response, modern efficiency, and sophisticated electronics makes it the ideal powerplant for urban-focused Land Rover models.

The current supercharged V8 that powers Range Rover's flagship models. This 5,000cc 90° V8 features the latest evolution of the Jaguar-derived supercharged engine with numerous refinements. The valve train uses chain-driven dual overhead camshafts with variable valve timing on all four camshafts, while the crankshaft is a forged unit running in five main bearings. The intake system uses a twin-vortex Roots-type supercharger with air-to-water intercooler producing 18.0 psi of boost, while the exhaust features active valves and gasoline particulate filters. With 9.5:1 compression and a 6,500 RPM redline, it produces 557 hp at 6,000 RPM and 516 lb-ft at 2,500 RPM. The cooling system uses an advanced triple-circuit design with separate cooling for engine, supercharger intercooler, and transmission, while the oiling system employs a variable-displacement vane pump with dual oil coolers. This engine represents the ultimate evolution of the supercharged V8 for luxury SUV application.

The sophisticated plug-in hybrid system that brings electric capability to Land Rover's lineup. This 1,997cc DOHC inline-four is paired with an 85 kW electric motor integrated into the transmission and a 13.1 kWh lithium-ion battery pack. The valve train uses belt-driven dual overhead camshafts with variable valve timing, while the crankshaft is a forged unit running in five main bearings. The intake system uses a twin-scroll turbocharger with electronic wastegate, while the hybrid system can operate in series, parallel, or electric-only modes. With 10.5:1 compression, the combustion engine produces 296 hp while the combined system produces 398 hp and 472 lb-ft. The cooling system uses a triple-circuit design with separate cooling for engine, power electronics, and battery, while the oiling system employs a variable-displacement vane pump. This system provides up to 25 miles of electric-only range while maintaining full off-road capability.

The sophisticated electronic diesel that powered the Defender's final evolution. This 2,495cc DOHC inline-five featured an aluminum block with cast-iron liners and electronic unit injection. The valve train used belt-driven dual overhead camshafts with shimless followers, while the crankshaft was a forged unit running in six main bearings. The intake system used a Garrett GT20 turbocharger with wastegate, while the fuel system employed electronic unit injectors operating at 2,000 bar. With 19.5:1 compression and a 4,500 RPM redline, it produced 122 hp at 4,200 RPM and 221 lb-ft at 1,950 RPM. The cooling system used a heavy-duty front-mounted radiator with viscous fan, while the oiling system employed a gear-type pump with additional cooling capacity. This engine's combination of modern electronics with traditional Defender toughness made it the most refined and capable powerplant ever fitted to the iconic workhorse.

The BMW-derived twin-turbo V8 that powers the current Range Rover and Range Rover Sport. This 4,395cc 90° V8 features a hot-V turbocharger configuration with twin scroll turbochargers mounted between the cylinder banks. The valve train uses chain-driven dual overhead camshafts with variable valve timing and lift, while the crankshaft is a forged unit running in five main bearings. The intake system uses twin scroll turbochargers with electronic wastegates, while the exhaust features an integrated manifold. With 10.0:1 compression and a 6,000 RPM redline, it produces 523 hp at 5,500 RPM and 553 lb-ft at 1,800 RPM. The cooling system uses an advanced triple-circuit design with separate cooling for engine, turbos, and intercoolers, while the oiling system employs a variable-displacement vane pump with dual oil coolers. This engine represents the current state-of-the-art in luxury SUV performance, combining massive torque with refined power delivery.

The ubiquitous and highly sophisticated ZF 8-speed automatic that serves as the core of the modern Land Rover lineup. This transmission is meticulously calibrated for Land Rover's unique requirements, offering a blend of imperceptible smoothness in everyday driving and quick, decisive shifts during overtaking or spirited driving. Its wide 7.0:1 ratio spread includes a very low first gear for confident off-road crawling and tall overdrive gears for quiet, efficient highway cruising. The transmission's brain is fully integrated with Land Rover's Terrain Response 2 system, automatically selecting the optimal shift pattern for conditions like Grass/Gravel/Snow, Mud/Ruts, Rock Crawl, and Sand. It also features a low-friction design and an aggressive torque converter lock-up strategy to maximize fuel efficiency, a critical consideration for large, heavy SUVs.

The transverse 9-speed automatic transmission used in Land Rover's front-wheel-drive based architectures. Designed for compact packaging and maximum fuel efficiency, this transmission achieves an exceptionally wide 9.81:1 ratio spread. It utilizes a unique dog clutch engagement for some gears to reduce parasitic losses. In Land Rover applications, its programming is specifically tuned to work with the Active Driveline all-wheel-drive system, which can disengage the rear axle completely for front-wheel-drive efficiency. The shift logic is adaptive and works in concert with the Terrain Response system, providing capable performance in light off-road and adverse weather conditions. The inclusion of a very tall ninth gear allows for extremely low engine RPM during highway cruising, significantly reducing fuel consumption and cabin noise.

The legendary, gear-driven transfer case used in the classic Defender and Discovery Series I. This was a separate unit bolted to the main gearbox, providing selectable two-wheel drive (on some models), high-range four-wheel drive, and low-range four-wheel drive with a massive 3.321:1 reduction ratio. The LT230 was renowned for its absolute, unbreakable mechanical simplicity and strength. It was controlled by a separate, floor-mounted lever with a distinct, heavy 'clunk' as it engaged. This transfer case was the heart of these vehicles' off-road capability, providing the immense gear reduction needed for crawling over obstacles and descending steep slopes with engine braking alone. Its design remained virtually unchanged for decades, a testament to its perfect functionality.

The modern electronic 5-speed automatic (later 6-speed) used in the L322-generation Range Rover, featuring Jaguar's signature J-gate shifter. This transmission, sourced from ZF and later GM, brought a new level of electronic control and refinement to the brand. The 'CommandShift' name referred to its manual mode, where the driver could slide the J-gate shifter to the side and push forward or back to sequentially select gears. The transmission featured adaptive shift logic that learned the driver's style and adjusted accordingly. It was also one of the first Land Rover transmissions to be fully integrated with a sophisticated electronic terrain management system, allowing it to alter shift points and hold gears for improved control on various surfaces. This transmission marked Land Rover's decisive move upmarket into the luxury sector.

The hybridized version of the ZF 8HP transmission used in Land Rover's Plug-in Hybrid Electric Vehicle (PHEV) models. This transmission integrates a 85 kW (116 hp) electric motor directly between the engine and the gearbox, replacing the traditional torque converter. This allows for multiple driving modes: pure electric driving (for up to ~30 miles), parallel hybrid mode (engine and motor working together), and series hybrid mode (engine charging the battery). The electric motor provides instant torque, filling in any turbo lag and enabling silent, zero-emission off-roading. The transmission control unit is fully integrated with the hybrid system controller, managing the complex interplay between the gasoline engine and electric motor seamlessly. This system provides the quiet, refined capability of an EV with the range and power of a conventional powertrain.

The robust 5-speed manual transmission that succeeded the LT77 in the Defender and Discovery. The R380 (R for 'Rover', 380 Nm torque capacity) was designed to be stronger and more refined than its predecessor. It featured improved synchronizers and a revised gearset to reduce noise and provide a smoother shift action, though it remained a truck-like, long-throw unit. It was famously durable and well-suited to the slow-speed, high-torque demands of off-roading. The direct mechanical control it offered was prized by purists, allowing for precise clutch and throttle modulation when crawling over difficult terrain. It was almost always paired with the legendary LT230 transfer case, creating a drivetrain combination known for its utter reliability and unstoppable capability.