The Range Rover T — Series 2.4L is a 2,497 cc, inline‑four naturally aspirated petrol engine produced between 1995 and 1999. It features dual overhead camshafts (DOHC), four valves per cylinder, and multi — point fuel injection. In standard form it delivered 118 kW (160 PS) and 225 Nm of torque, offering modest performance with improved refinement over earlier carburetted units.
Fitted exclusively to limited Japanese and Southeast Asian market variants of the P38A Range…
All production years 1995–1999 meet Euro 2 standards .
The Range Rover T-Series 2.4L is a 2,497 cc inline‑four naturally aspirated petrol engine engineered for mid-size luxury SUVs (1995–1999). It combines DOHC architecture with multi-point fuel injection to deliver smoother operation and better fuel control than carburetted predecessors. Designed to meet Euro 2 emissions standards, it balances drivability with regulatory compliance for export markets.
| Parameter | Value | Source |
|---|---|---|
Displacement | 2,497 cc | |
Fuel type | Petrol (ULP 95 RON min) | |
Configuration | Inline‑4, DOHC, 16‑valve | |
Aspiration | Naturally aspirated | |
Bore × stroke | 90.0 mm × 98.0 mm | |
Power output | 118 kW (160 PS) @ 5,500 rpm | |
Torque | 225 Nm @ 3,000 rpm | |
Fuel system | Bosch Motronic MPFI (sequential) | |
Emissions standard | Euro 2 | |
Compression ratio | 9.5:1 | |
Cooling system | Water‑cooled | |
Turbocharger | None | |
Timing system | Belt (front‑mounted) | |
Oil type | SAE 10W‑40 semi-synthetic (API SG/CD) | |
Dry weight | 165 kg |
The Range Rover T-Series 2.4L was used exclusively in limited P38A Range Rover export models with longitudinal mounting and no external licensing. This engine received platform-specific adaptations—reduced radiator capacity and simplified wiring harnesses for Japanese-market vehicles—and from late 1997 the updated head gaskets created partial interchange limits. All adaptations are documented in OEM technical bulletins.
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The T-Series 2.4L's primary reliability risk is head gasket failure on pre-late-1997 builds, with elevated incidence in hot climates and sustained high-load driving. Land Rover internal quality reports from 1997 noted a measurable rate of gasket failures before 80,000 km in early Japanese-market units, while UK MOT records show minimal emissions-related failures due to robust catalytic converter design. Overheating episodes dramatically increase gasket failure risk, making cooling system maintenance critical.
Analysis derived from Land Rover technical bulletins (1995–1999) and UK DVSA MOT statistics (1996–2005). Repair procedures should follow manufacturer guidelines.
The most common questions about engine codes, what they mean, how to find them and how this database works
The T-Series 2.4L offers better refinement than older carburetted engines but early models (1995–1997) have head gasket concerns. Late-1997+ revisions improved durability significantly. With strict timing belt changes and cooling system maintenance, these engines can exceed 150,000 km reliably, though performance remains modest for a Range Rover.
Top issues include head gasket failure near cylinder 4 (pre-late-1997), timing belt tensioner wear, EGR valve coking, and cam cover oil leaks. All are documented in Land Rover service bulletins, particularly SIB 04 96 01 for gasket concerns.
This 2.4L inline-four was used only in limited export versions of the P38A Range Rover (1995–1999), primarily for Japan and Southeast Asian markets seeking lower displacement tax brackets. It was never offered in the UK, Europe, or North America.
Limited potential. Performance gains (+10–15 kW) are possible with intake/exhaust upgrades and ECU remapping, but structural limits of the head gasket design and cooling system restrict major modifications. Most owners retain stock tuning for reliability.
Real-world consumption is ~14.2 L/100km (city) and ~10.8 L/100km (highway), or about 20 mpg UK combined. Expect 18–22 mpg (UK) depending on condition and terrain. The engine is less efficient than the V8 at highway speeds due to higher load.
Yes. The T-Series 2.4L is an interference engine. If the timing belt jumps or breaks, pistons can collide with open valves, causing severe internal damage. Prompt replacement of the belt and tensioner every 10,000 km is essential to prevent catastrophic failure.
Land Rover originally specified SAE 10W-40 semi-synthetic oil meeting API SG/CD. Full synthetic oils are not recommended due to potential seal incompatibility in older engines. Change every 10,000 km or annually to protect bearings and camshaft.
Comprehensive technical documentation and regulatory references
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Regulatory Stability
EU regulations are referenced using CELEX identifiers for long-term stability.
EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
UK vehicle approval processes, import rules, and MoT guidance.
DVLA: Engine Changes & MoT
Official guidance on engine swaps and inspection implications.
Vehicle Certification Agency (VCA)
UK type-approval authority for automotive products.
Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
WLTP and RDE testing procedures for emissions certification.
GOV.UK: Vehicle Approval
UK compliance and certification requirements for imported and modified vehicles.
VCA Certification Portal
Type-approval guidance and documentation.
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