Range Rover (P38A)

In 1999 the Range Rover V8 received a new Bosch Motronic engine management system from the BMW 7 Series (E38). This replaced the Lucas "SAGEM" GEMS system. This engine is also known as the Bosch or Thor engine the later engine also featured revised engine mounts along with a structural alloy sump to stiffen the engine up to help improve refinement and prevent vibration ingress into the cabin. It can easily be identified by its intake manifold.

Behind the scenes there were two V12 prototype in the works. This project never reached production and was shelved. The P38 would have used the 5.4 V12 M73 from the BMW 750 and was intended to further increase the luxury image. [3]

Gems " Lucas " (pre 1999)

• 4.0 litre V8 making 190 hp @ 4750 RPM and 320 Nm (236 lb-ft) of torque @ 3200 RPM

• 4.6 litre V8 making 230 hp @ 4750 RPM and 380 Nm (280 lb-ft) of torque @ 3200 RPM

Bosch "Motronic" (post 1999)

• 4.0 litre V8 making 188 hp @ 4750 RPM and 339 Nm (250 lb-ft) of torque @ 2600 RPM

• 4.6 litre V8 making 218 hp @ 4750 RPM and 407 Nm (300 lb-ft) of torque @ 2600 RPM

• 2.5 litre BMW M51 I6 making 136 hp @ 4400 RPM and 270 Nm (199 lb-ft) of torque @ 2300 RPM running a Mitsubishi TD04-13T-4 Turbocharger

Early cars (1994-1997) used an aluminium inlet manifold.

After 1997 the diesel edition received an EGR system, which came with a plastic inlet manifold. A modulator sends back part of the exhaust gas into the manifold, thus mixing hot exhaust gas via a vacuum pump into the cold air from the intercooler. Post 97 cars also utilised a MAF sensor for better economy and cleaner running.

The second generation Range Rover incorporated an improved electronic air suspension (called EAS) which was an adaption of the system used on the 1993 - 1996 Range Rover Classic It allows automatic, speed determined height adjustment. The five suspension heights offered by EAS are (from lowest to highest in terms of height) "Access", "Motorway", "Standard", "Off-Road", and "Off-Road Extended". Height was also adjustable manually between the first four settings. The "Off-Road Extended" setting was only accessible automatically by the EAS ECU in the event of the chassis getting beached.

The 4.0 L V8 petrol and the 2.5 L I6 diesel engine were mated to either the R380 manual gearbox or the ZF 4HP22 transmission, as used in the late classic Range Rover, 300 TDi, TD5 or V8 Discoverys. The 4.6 L V8 petrol engine was only mated to the ZF 4HP24 transmission.

The R380 gearbox is basically the same as in the previous Range Rover, or Discovery 300tdi. The primary shaft for the diesel is different with a small input diameter for the spigot bearing inside the BMW flywheel and the output shaft has been changed to allow for the different Borg Warner Box.

The Borg Warner 4462 transfer box on the P38 unlike the classic has no direct control of High/Low range gears meaning that the vehicle has to nearly stop before shifting from high to low range and the lever from the classic model was replaced by an electric control on the dashboard for the manual and an H-pattern gate on the automatic gear lever High/Low is selected by an electronic actuator on the TB. The transfer case's chain and sprockets have been reinforced. The rear differential on the 4.6 L V8 petrol model were a 4-pin version and four-wheel traction control was included with the vehicle, whereas initially the 4.0 L V8 and the 2.5 L I6 only had 2-pin versions and two-wheel traction control on the rear wheels only. Later versions had the four-wheel traction control and the later 4.6 L V8 petrol model had a 4-pin front differential.

The chassis was also made stronger and new welding techniques were used, so unlike its predecessor, the chassis and body sections are not as prone to corrosion. This was the last Range Rover available with a manual gearbox and a classic transfer box. Other features included anti-lock braking system and in some automatic gearbox models two-wheel traction control — although later models saw this feature applied to all four wheels.