The Rover diesel engine was introduced in 1956 in the Series 1 as a clean sheet new design. At two litres capacity, it was a four cylinder wet sleeve engine, and one of the first fitted to any small four wheel drive or, indeed, any small vehicle.
This remained in the 1958 Series 2, but the new Series 2 petrol engine became a petrol version of the diesel (without the wet sleeves and enlarged to 2.25l). In 1961, with the Series 2a, the diesel was enlarged to 2.25, dropped the sleeves, and shared the same block as the petrol engine. (And with numerous other detail changes)
This engine continued throughout 2a and into Series 3 with only very minor changes until about 1981, when the engine was modified to a five main bearing crankshaft, and changed to metric threads. This engine is very rare in Australia, as the changeover seems to have been later for Australian built Series 3. (And by that time the Isuzu was the preferred diesel for most customers in Australia, being available as an alternative to the V8 in the Series 3 'Stage 1'.
Going beyond Series vehicles, the diesel engine was enlarged to 2.5l for the 110 in 1983, with a turbo available from about 1986, but these were never sold in Australia, with only V8 and Isuzu engine fitted Landrovers being assembled here until the Defender. The diesel was redeveloped as the 200Tdi for the Discovery in 1989, and replaced the existing diesel in the Defender, which did not appear here until 1991.
The engine is an indirect injection engine, using the Ricardo 'Comet' precombustion chambers (along with a large proportion of successful diesel engines designed from about 1938 to 1970). It is fitted with the distributor type CAV injection pump, and has electric heater plugs for cold start (rarely needed in Australia). The engine is usually considered to be reliable but not particularly long lasting compared to modern small diesels, although this may be a function of improving oils. They are not powerful by modern standards, but for offroad use are very capable thanks to the low speed torque and flexibility - the engine pull strongly from 4,000 rpm down to a stall at about 500rpm (but full throttle at very low revs is inviting a broken crankshaft!). They are noisy.
The engines do not take kindly to overheating (invariably due to cooling system issues - the vibration is likely to result in cracked radiators etc). Also, as with most diesels, clean fuel is essential, and good maintenance is also essential.
They are relatively easy to work on.
John
JDNSW
1986 110 County 3.9 diesel
1970 2a 109 2.25 petrol
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