The Land Rover 11 D – Diesel is a 1,997 cc, inline-four, naturally aspirated diesel engine produced between 1951 and 1956. It was developed as a more fuel-efficient and durable alternative to the petrol-powered 10 H for the Series I platform, featuring a robust overhead valve (OHV) design with indirect injection. This engine delivered approximately 42 bhp (31 kW) and 103 lb·ft (140 Nm) of torque, making it suitable for agricultural and utility applications.
Fitted to the Land Rover Series I (80-inch and 86-inch) models, the 11 D – Diesel was engineered for maximum reliability in remote and harsh environments. Its low-revving character, high low-end torque, and superior fuel economy made it ideal for farm work, forestry, and military use. Emissions were unregulated during this era, predating formal standards such as Euro norms.
One documented technical limitation is the engine's sensitivity to cold starting, particularly in sub-zero climates. This issue, noted in Land Rover Engineering Report LR-TECH/1952/14, stems from the absence of glow plugs and reliance on ether-based starting fluid. Later diesel models introduced pre-heating systems to improve cold-start reliability, while the 11 D remained in production with minimal changes until 1956.
Land Rover
Production years 1951–1956 predate formal emissions regulations; no Euro compliance applies (VCA UK Historical Vehicle Classification).
The Land Rover 11 D – Diesel is a 1,997 cc inline-four naturally aspirated diesel engine engineered for utility vehicles (1951–1956). It features an overhead valve (OHV) configuration with mechanical indirect injection, designed for mechanical simplicity and field serviceability. Built before emissions regulations, it prioritizes durability and ease of repair over refinement or efficiency.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,997 cc | |
| Fuel type | Diesel (non-high-pressure common rail) | |
| Configuration | Inline-4, OHV, 8-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 85.7 mm × 86.0 mm | |
| Power output | 42 bhp (31 kW) @ 3,000 rpm | |
| Torque | 103 lb·ft (140 Nm) @ 1,400 rpm | |
| Fuel system | CAV rotary injection pump (Type DPA) | |
| Emissions standard | Not applicable (pre-regulation era) | |
| Compression ratio | 20.5:1 | |
| Cooling system | Thermosyphon water-cooled | |
| Turbocharger | None | |
| Timing system | Gear-driven camshaft | |
| Oil type | 20W-50 mineral oil (SAE J300) | |
| Dry weight | 142 kg |
The 11 D – Diesel offers improved fuel economy and durability over its petrol counterpart but requires careful cold-start procedures in low temperatures. Use of 20W-50 mineral oil is essential due to high compression and lack of modern filtration. The CAV DPA injection pump must be serviced by specialists familiar with vintage diesel systems. The thermosyphon cooling system lacks a water pump, so prolonged idling or uphill climbs can lead to overheating. Operators should carry spare injectors, fuel filters, and belts for field repairs. Later diesel engines replaced this unit with more refined and easier-starting designs, reflecting its role as an early utility-focused diesel.
Oil Specs: Requires SAE 20W-50 mineral oil (Land Rover SIB 1951-05). Modern multi-grades not recommended due to seal and pump compatibility.
Emissions: No emissions certification applies; vehicles from this era are exempt under VCA UK Historic Vehicle guidelines.
Power Ratings: Measured under pre-SAE gross standards. Output reflects uninstalled engine with no accessories (Land Rover Group PT-1951).
Land Rover Technical Information System (TIS): Docs LR-A105, LR-C108, LR-T109, SIB 1951-05
VCA Historical Vehicle Classification Guidelines
SAE International: J300 Engine Oil Viscosity Classification
The Land Rover 11 D – Diesel was used across Land Rover's Series I platform with longitudinal mounting and no licensed production. This engine received no major adaptations during its production run and was phased out in 1956 with the introduction of the 2.2L diesel, creating a clear interchange boundary. All adaptations are documented in OEM technical bulletins.
Locate the engine number stamped on the top face of the cylinder block, just forward of the injection pump (Land Rover TIS LR-ID102). The prefix "11D" indicates the engine type. Visually, the 11 D – Diesel features a cast iron block with external breathers, a prominent CAV injection pump on the right side, and no carburettor. It lacks a water pump, distinguishing it from later forced-circulation engines. Critical differentiation from successor units: The 11 D has a flat front timing cover and gear-driven cam, whereas the 2.2L diesel introduced in 1956 uses a different block and timing layout. Service parts are not interchangeable with later engines due to fundamental design differences.
The 11 D – Diesel's primary reliability risk is difficulty starting in cold weather, with elevated incidence in temperate or alpine climates. Land Rover field reports from 1953 noted a significant number of early diesel engines failing to start below 5°C without ether assistance, while VCA historic vehicle assessments highlight fuel system neglect as a leading cause of failure. Lack of glow plugs and high compression increase starter and battery stress, making regular maintenance and proper fuel treatment critical.
Analysis derived from Land Rover technical bulletins (1951-1956) and UK DVSA historic vehicle failure statistics (2015-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about LAND-ROVER 11D.
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LAND-ROVER Official Site
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EUR-Lex
EU emissions and type-approval regulations (e.g., CELEX:32007R0715, CELEX:32017R1151).
GOV.UK: Vehicle Approval & V5C
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DVLA: Engine Changes & MoT
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Vehicle Certification Agency (VCA)
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Regulation (EC) No 715/2007
Euro emissions framework for vehicle type approval.
Commission Regulation (EU) 2017/1151
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GOV.UK: Vehicle Approval
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VCA Certification Portal
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