Land Rover Freelander 2 Engines
- Smooth, powerful compact new 3.2-liter i6 engine
- Maximum power 230bhp*; maximum torque 234 lb.-ft.
at 3200 rpm*
- 0-60 mph in 8.4 sec*, 0-100 km/h in 8.9 sec*.
- Combined average fuel consumption 25.2 mpg*
- Exceptionally compact inline six-cylinder
- Transverse engine mounting improves cabin space
and helps efficiency of safety systems
- Advanced technologies include Cam Profile
Switching and Variable Valve Timing
- Engine paired to new six-speed automatic
- CommandShift™ manual sequential gear changes and
sport mode available
‘The all-new LR2 gets an exceptional new i6 engine.
Very compact and packed with technology, it delivers bags
of torque across the rev range. For such a powerful
engine, its fuel consumption and CO 2 figures are also
– Andrew Foster, chief program engineer
REFINED NEW i6 ENGINE
The powerful and torquey 3.2-liter i6 engine is brand
new for 2008, and gives LR2 on-road performance comparable
to that of many compact sedans. The vehicle accelerates
from 0-60 mph in 8.4 seconds (0-100 km/h in 8.9 seconds)*
and has a top speed of 124 mph (200 km/h)*. More relevant
for everyday motoring, it also has impressive kick-down
Maximum power is 230bhp* at 6300rpm, and maximum torque
is 234 lb.-ft. at 3200rpm.*
The six-cylinder i6 engine is ingeniously designed to
combine an inline configuration – intrinsically, the most
refined and smoothest engine arrangement - with an
exceptionally compact size. This allows the engine to be
transversely mounted, which improves cabin packaging and
gives extra space, in front of and behind the engine,
designed to help optimize the efficiency of the vehicle’s
The key to this compact new design is the unique and
innovative Rear End Ancillary Drive (READ) system.
Conventional engines drive camshafts and other engine
ancillaries (including alternator, water pump and air
conditioning compressor) from a series of chains and belts
overhanging the front of the engine. The i6’s READ system
takes drive to these items up the rear face of the engine
– the side attached to the gearbox – with much less
overhang. The result is an extremely short engine, just
23.64 in (600.5 mm) long. This substantially increases
engine bay space, allowing the i6 to be fitted crossways
and the vehicle’s advanced crash structure to be
configured around it.
The i6 engine has an aluminum block, head and bedplate
and all are structurally optimized to balance low weight
and stiffness. Even the camshaft cover is structural,
allowing it to incorporate the camshaft bearing caps for
further weight reduction.
There are twin overhead camshafts and 24 valves (four
per cylinder) to provide optimal engine breathing. This is
further improved by a patented Cam Profile Switching (CPS)
system that features two completely different intake cam
profiles machined onto the same camshaft. The engine
management system decides which cam profile to use,
depending on the engine’s running conditions and driver’s
torque demands. One profile is ideal for
low-speed/low-load driving; the other, which gives longer
valve lift, is better for higher speeds and loads. An
ingenious two-piece hydraulic valve tappet arrangement
alters the cam profiles.
The i6 engine also features a continuously Variable
Valve Timing (VVT) system, which constantly alters valve
overlap to achieve optimum power, efficiency and
emissions. The combination of CPS and VVT gives the new
engine impressively broad power and torque bands, and
improves both outright performance and general
In addition, the Variable Intake System – which alters
both intake tract length and, more unusually, plenum
volume – boosts low-end torque and high-end power, further
enhancing the engine’s breathing capability. Eighty
percent of the vehicle’s maximum torque is available
across the entire rev range, and 189 lb.-ft. is on tap all
the way from 1400 rpm to 6400 rpm.
Aluminum pistons and forged steel con-rods operate a
7-bearing forged steel crankshaft with induction hardened
bearing surfaces. The crankshaft timing ring and starter
ring are incorporated into the flexplate that sits between
the engine and automatic transmission for more compact
Power for the READ system is taken from a gear on the
rear crankshaft web, which also drives the oil pump. This
drives a mid-shaft gear that powers an idler-shaft
carrying two different-sized gearwheels. The front
gearwheel drives the alternator and the rear gear takes
drive to the overhead camshafts through an inverted tooth
chain, and also drives the power-steering pump, engine
coolant pump and air-conditioning compressor via a polyvee
The highly accurate fuel-injection system features four
micro-nozzles per cylinder, each with a diameter of 0.01
in (0.29 mm). Capable of injecting a large volume of fuel
when high performance is demanded – up to 250 cc/min they
are also able to provide total precision when minimal
performance is required, helping the i6 LR2 achieve
maximum fuel economy.
The engine has been developed primarily by Land Rover’s
Premier Automotive Group partner, Volvo. Built at
Bridgend, Wales – alongside the Land Rover/Range Rover V8
engine family – the i6 engine has been extensively
developed for Land Rover’s demanding off-road
requirements, including improved dust, mud and water
protection and the tolerance of operation at more acute
angles of tilt.
NEW SIX-SPEED AUTOMATIC:
The LR2 engine offers a sophisticated six-speed
automatic transmission. A new transmission specially
developed for Land Rover’s challenging blend of on-road
and off-road driving, delivers power to its unique
intelligent Permanent All-Wheel Drive driveline.
The Aisin Warner AWF21 six-speed automatic transmission
is a light, compact unit that features a unique remote
breather, deliberately routed above LR2's wade line (19.68
in / 500 mm water depth).
Seamless shift quality is ensured by a new fully
integrated electronic Transmission Control Module. The
module uses different gear change maps, depending on
whether the transmission is in full auto, sport or manual
CommandShift mode, and when the vehicle is using one of
the special Terrain Response programs.
- In sport mode, the auto transmission is programmed
to hold low gears longer and to shift down more readily,
to assist acceleration.
- CommandShift allows manual sequential gear changing.
- When Terrain Response special programs are engaged,
different mappings are applicable, depending on the mode
- The Transmission Control Module also manages torque
converter lock-up, which has different requirements
depending on the selected Terrain Response mode.