Thread: Twin Turbo 2.7 Disco

Mines marked "SDV6SE", I'll try and find the link where the VIN decodes exactly what vehicle spec is.

It's got a locking rear e-diff too.

Here's a tip:
Get them to put it in writing that it's a twin turbo, buy the vehicle, then claim from them that you've been misled as the car has only one turbo, they then have to make good and fit a MY16 3.0SDV6 engine into it...

(Tongue in cheek)

For what it’s worth incase anyone is considering a 2.7L to tow with..

I just dragged a 3.2T caravan through Sydney in slow bumper to bumper peak hour traffic on a 42C day last week and had no issues whatsoever, those type of conditions are tough on a car.

On the return trip I came up from Wollongong through the royal national
park which can be very steep with lots of slow twists and turns, never felt sluggish or under powered.

Given how good the 2.7 is The 3.0 must be great!

Just read the specs for that 2.7TDV6 on car point. The quoted 140kW and 440Nm is not too bad at all and very respectable.

From memory the SDV6 3.0 has a quoted 180-188kW and 600Nm,

After my tune I'm at 195kW and 650Nm...with standard exhaust and mufflers.

IMHO, If you can stretch the budget, get the SDV6 3.0...

Is there any way to find out the NM of torque at different rev ranges for both the 2.7 and 3.0?

the one area move power would be nice is sitting on 100km hr on the freeway, 90km hr is easy but 100 feels like a push. I expect at this speed the revs are not necessarily as low as the 2000rpm that the 600nm is hitting on the 3.0 l

Originally Posted by Lukeis

For what it’s worth incase anyone is considering a 2.7L to tow with..

I just dragged a 3.2T caravan through Sydney in slow bumper to bumper peak hour traffic on a 42C day last week and had no issues whatsoever, those type of conditions are tough on a car.

On the return trip I came up from Wollongong through the royal national
park which can be very steep with lots of slow twists and turns, never felt sluggish or under powered.

Given how good the 2.7 is The 3.0 must be great!

Exactly,the 2.7 is no slouch.

Easy to get it enhanced,and it pulls even better,with no difference to fuel economy.

Just to confuse things,MY12 was the last of the 2.7TDV6,and the 6 speed auto.So the last were built 2012.

MY13,and onwards, was also TDV6,but was lower output 3.0l,with the 8 speed auto.

FWIW,the D4 2.7 had quite a few changes,from the D3 2.7,to improve reliability.

I found this when looking for something else The TDV6 diesel gave essentialsophistication to the Discovery 3 and early Range Rover Sport. And it’s stillgood today
For decades the only Land Rover diesel engine was a modest four cylinder unit, thencame the BMW era with Land Rover’s own Td5 and the BMW straight-sixes. But when BMW sold Land Rover to Ford, it wasn’t commercially viable for Ford to buy BMW engines, plus BMW development support ended, yet the existing engines needed updating urgently. So a new diesel engine had to be found for new LandRovers.
Ford had been working with PSA Peugeot Citroën on a series of smaller diesels for Peugeot and Ford cars, so it made sense to build on this expertise to produce a bigger unit to suit Land Rover’s and Peugeot’s large car needs.PSA had been among the first manufacturers to produce modern high-powered diesels using four camshafts, four valves per cylinder, with high pressure(1650 bar) fuel injection, and closed loop boost control with variable geometry turbos to improve response and efficiency. Initially, this caused some difficulty as Peugeot wanted a 2.5-litre engine and Land Rover wanted a3.0-litre unit.
A compromise was found at 2.7-litres and work commenced at the PSA engineering centre in Paris. All through the design process, engineers from Land Rover were involved to ensure the engine could cope with the particular demands of a Land Rover application. The immediate need at Land Rover for this engine was in the forthcoming Discovery 3, and the later Range Rover Sport. Compared to many similar, and older, engines the TDV6 is of relatively lightweight. Its compacted graphite iron block achieved thin walls without loosing any strength. At 205kg dry weight, it is slightly lighter than the BMW V8petrol engine of that era, and significantly lighter than older Land Rover diesels, including the Range Rover’s 3.0-litre BMW engine.

The Land Rover variant differed from the PSA and Jaguar applications(the engine was used in the S-type Jag) in a number of ways. Crucially, the sump and oil pick up are deeper, designed to cope with steep inclines found in extreme off-road situations. Additionally, the boost system uses a revised intake and single turbocharger, rather than the twin turbo system used in Jaguars and PSA applications.
For Land Rover models this had the effect of improving low speed torque at the expense of top end power – 190 PS in a Land Rover compared to 204 PS ina Jaguar. Land Rover applications were expected to drive an engine harder than a saloon car might, hauling heavy trailers slowly up steep hills for instance.So the Land Rover V6 had an engine-driven viscous coupled cooling fan to ensure good air flow through the radiator at low vehicle speed.