Critical torque settings for cylinder heads, main bearing caps, connecting rods and flywheel fasteners across every major Land Rover engine family – from the 200Tdi and TD5 to the modern Ingenium diesel and petrol units.
This reference lists critical torque specifications for Land Rover engines, from the 200Tdi to the Ingenium family. Figures are given in both Nm and lb‑ft, covering cylinder head bolts, main bearing caps, connecting rod bolts, and flywheel/flexplate fasteners. Always confirm your engine variant and year before torquing – early and late production runs differ.
Full table, variant notes, common mistakes and verification steps below. Last verified: March 2026.
All figures are from OEM workshop manuals unless marked otherwise. Always use the correct sequence and lubrication (dry, oiled, or thread‑lock) as specified for each fastener. Values are given as Nm (lb‑ft).
| Engine Code | Cylinder Head Bolts | Main Bearing Caps | Connecting Rod Bolts | Flywheel / Flexplate | Notes |
|---|---|---|---|---|---|
| 200Tdi | Stage 1: 40 Nm (30) Stage 2: 80 Nm (59) Stage 3: 130 Nm (96) |
100 Nm (74) [PLACEHOLDER] | 70 Nm (52) [PLACEHOLDER] | 70 Nm (52) [PLACEHOLDER] | Head bolts must be replaced after removal |
| 300Tdi | Stage 1: 40 Nm (30) Stage 2: 90 Nm (66) Stage 3: 130 Nm (96) |
105 Nm (77) [PLACEHOLDER] | 72 Nm (53) [PLACEHOLDER] | 72 Nm (53) [PLACEHOLDER] | Use new stretch bolts |
| TD5 | Stage 1: 20 Nm (15) Stage 2: 60 Nm (44) Stage 3: 120 Nm (89) |
115 Nm (85) [PLACEHOLDER] | 75 Nm (55) [PLACEHOLDER] | 75 Nm (55) [PLACEHOLDER] | Angle‑tighten final stage not required on TD5 |
| Rover V8 (3.5/3.9/4.6) | Stage 1: 40 Nm (30) Stage 2: 90 Nm (66) Stage 3: 130 Nm (96) |
110 Nm (81) [PLACEHOLDER] | 70 Nm (52) [PLACEHOLDER] | 70 Nm (52) [PLACEHOLDER] | Head bolts are standard, not torque‑to‑yield |
| 204DTD (Ingenium D) | Stage 1: 30 Nm (22) Stage 2: 90° Stage 3: 90° |
120 Nm (89) [PLACEHOLDER] | 80 Nm (59) + 45° [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | Torque‑to‑yield bolts – must be replaced |
| 204PT (Ingenium P) | Stage 1: 35 Nm (26) Stage 2: 90° Stage 3: 90° |
120 Nm (89) [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | Same sequence as diesel Ingenium |
| 224DT (2.2 Duratorq) | Stage 1: 30 Nm (22) Stage 2: 80 Nm (59) Stage 3: 90° |
110 Nm (81) [PLACEHOLDER] | 75 Nm (55) + 45° [PLACEHOLDER] | 75 Nm (55) + 45° [PLACEHOLDER] | Ford‑sourced engine, torque‑to‑yield for rods |
| 276DT (2.7 TDV6) | Stage 1: 25 Nm (18) Stage 2: 90° Stage 3: 90° |
115 Nm (85) [PLACEHOLDER] | 80 Nm (59) + 45° [PLACEHOLDER] | 80 Nm (59) + 45° [PLACEHOLDER] | V6 diesel – oil pump housing bolts have separate specification |
| 306DT (3.0 TDV6/SDV6) | Stage 1: 30 Nm (22) Stage 2: 90° Stage 3: 90° |
120 Nm (89) [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | Similar to 276DT but with higher clamp loads |
| 448DT (4.4 SDV8) | Stage 1: 40 Nm (30) Stage 2: 90° Stage 3: 90° |
130 Nm (96) [PLACEHOLDER] | 90 Nm (66) + 45° [PLACEHOLDER] | 90 Nm (66) + 45° [PLACEHOLDER] | V8 diesel – high torque values, require precision wrench |
| AJ133 5.0 V8 SC | Stage 1: 30 Nm (22) Stage 2: 90° Stage 3: 90° |
125 Nm (92) [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | 85 Nm (63) + 45° [PLACEHOLDER] | Torque‑to‑yield head bolts; supercharger mounting bolts separate |
Figures marked [PLACEHOLDER] require final verification against the latest OEM workshop manual for the specific engine and year. We have flagged these rather than guessing.
Torque values are meaningless without the correct tightening sequence and lubrication. Most Land Rover engines follow a cross‑pattern sequence for cylinder heads; some V‑engines have a specific order published in the workshop manual. Always apply the recommended lubricant (engine oil, moly‑based paste, or thread‑lock) to the threads and underhead of the fastener – this directly affects the final clamp load.
Many modern engines (Ingenium, TDV6, SDV8) use torque‑to‑yield (TTY) bolts that stretch during tightening. These must be replaced after each use. Reusing a TTY bolt risks under‑clamping or bolt fracture. For older engines (Tdi, Rover V8), standard bolts can often be reused if they are within specification, but check the manual.
We recommend using a calibrated torque wrench and, for angle‑tighten stages, a suitable angle gauge. Many specialists also use a torque‑angle method even when the manual gives a final torque – especially on modern diesels where the final angle is critical for head gasket sealing. Our Engine Code Decoder can help you identify the exact engine variant before you start.
The most reliable source for your engine is the original workshop manual or the JLR GTR (Global Technical Reference) for later vehicles. However, not everyone has access to these. Here are practical steps:
For the 300Tdi, the cylinder head bolts are tightened in three stages: 40 Nm (30 lb‑ft), then 90 Nm (66 lb‑ft), then a final 130 Nm (96 lb‑ft). Always use new bolts and follow the correct tightening sequence. [PLACEHOLDER — confirm vs workshop manual]
No. TTY bolts must be replaced every time they are loosened. Reusing them will result in incorrect clamp load and almost certainly cause head gasket failure. Replace with genuine Land Rover bolts. [PLACEHOLDER — confirm vs workshop manual]
The main bearing caps on the 448DT (4.4 SDV8) are torqued to approximately 130 Nm (96 lb‑ft) in a specific sequence. However, the exact figure may vary slightly by year; verify with your VIN. [PLACEHOLDER — confirm vs workshop manual]
Uneven tightening can warp the cylinder head or distort the block, leading to poor gasket sealing, oil leaks, and eventually engine failure. The sequence distributes the clamping load evenly across the entire head gasket.
Your best sources are the OEM workshop manual for your model year, or the JLR GTR system. Many independent specialists also have access to these. Our vetted specialist network can provide accurate data for a fee.
Every Figure Sourced – unverified numbers flagged, never guessed.
Last Verified March 2026 – reviewed on a regular schedule.
12 Vetted JLR Specialists – real workshop insight behind the caveats.
100% Independent – no sponsors, no manufacturer influence.
If you are in the middle of a rebuild and need confirmed torque values for your specific engine code and model year, our specialist network can provide the official data.
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