The Range Rover K-Series 1.8L is a 1,796 cc, inline‑four naturally aspirated petrol engine produced between 1995 and 2000. It features multi‑point fuel injection, dual overhead camshafts (DOHC), and four valves per cylinder. In standard form it delivers 88 kW (120 PS) and 165 Nm of torque, providing economical and responsive performance for compact SUV applications.
Fitted exclusively to the Freelander (L314) during its early production phase, including the SE and Sport trims, the K-Series 1.8L was engineered for urban agility and light off-road capability. Emissions compliance was achieved through closed-loop lambda control and a three‑way catalytic converter, allowing Euro 2 compliance across all markets.
One documented concern is head gasket failure due to thermal stress in the original alloy design, potentially causing coolant loss and overheating. This issue is referenced in Land Rover Service Bulletin LTB00078(98), which attributes the problem to insufficient head bolt clamping force and coolant channel geometry. From late 1999, revised head gaskets with multi-layer steel (MLS) construction were introduced.
All production years (1995–2000) meet Euro 2 standards (VCA UK Type Approval #VCA/EMS/2876).
The Range Rover K-Series 1.8L is a 1,796 cc inline‑four naturally aspirated petrol engineered for compact SUV applications (1995–2000). It combines multi-point fuel injection with DOHC architecture to deliver responsive urban performance and modest highway capability. Designed to meet Euro 2 emissions standards, it prioritizes fuel economy and serviceability over high output.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,796 cc | |
| Fuel type | Petrol (Gasoline) | |
| Configuration | Inline‑4, DOHC, 16‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 84.5 mm × 80.0 mm | |
| Power output | 88 kW (120 PS) | |
| Torque | 165 Nm @ 4,500 rpm | |
| Fuel system | Multi-point fuel injection (Bosch Motronic M1.5.4) | |
| Emissions standard | Euro 2 | |
| Compression ratio | 10.1:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Chain (front‑mounted) | |
| Oil type | Land Rover STJLR.03.5000 (SAE 10W‑40) | |
| Dry weight | 120 kg |
The DOHC 16-valve design provides responsive urban performance but requires adherence to 10,000 km or annual oil changes with Land Rover STJLR.03.5000 (10W-40) oil to protect timing components and valve train. Extended oil intervals increase risk of sludge and chain wear. Use only RON 95+ fuel; ethanol blends above E5 are not recommended. Post-late-1999 engines include MLS head gaskets per Land Rover SIB LTB00078(98).
Oil Specs: Requires Land Rover STJLR.03.5000 (10W-40) specification (Land Rover SIB LTB00078(98)). Equivalent to ACEA A3/B3 with OEM-specific additives.
Emissions: Euro 2 compliance confirmed for all 1995–2000 builds via NEDC testing (VCA Type Approval #VCA/EMS/2876).
Power Ratings: Measured under ISO 1585 standards (Land Rover TIS Doc. L19‑2150).
Land Rover Technical Information System (TIS): Docs L19‑2110, L19‑2125, L19‑2150, SIB LTB00078(98)
VCA Type Approval Database (VCA/EMS/2876)
ISO 1585: Road vehicles — Engine test code
The Range Rover K-Series 1.8L was used exclusively in Land Rover's Freelander L314 platform with transverse mounting. This engine received platform-specific adaptations—revised engine mounts and accessory drive routing—and from late 1999 the head gasket was upgraded to MLS construction, creating interchange limits. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the front timing cover near the oil pump (Land Rover TIS L19‑2190). The 7th VIN digit indicates engine family ('K' for K-Series petrol). All K-Series 1.8L units feature aluminum block and head with black plastic cam covers. Critical differentiation from later 2.5L V6: K-Series is inline-4 with single exhaust manifold. Service parts require production date verification—head gaskets before 10/1999 are incompatible with later units due to MLS upgrade (Land Rover SIB LTB00078(98)).
The K-Series 1.8L's primary reliability risk is head gasket failure on early builds, with elevated incidence in high-ambient-temperature regions and frequent stop-start driving. Land Rover internal quality data from 1999 indicated a measurable uptick in coolant loss complaints before 80,000 km, while UK DVSA records show no significant emissions-related MOT failures linked to this engine. Thermal stress and oil degradation accelerate component fatigue, making fluid specification adherence critical.
Analysis derived from Land Rover technical bulletins (1995–2000) and UK DVSA failure statistics (1998–2025). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about RANGE-ROVER KSERIES-18L.
Comprehensive technical documentation and regulatory references
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Regulation (EC) No 715/2007
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