The TOPIx build-spec sheet includes a line:

PWR LIMITATION- 118 KW BRAKE HP

and I think all the specs that I’ve seen posted word it that way.

My question is why they word it as “power limitation”? Is this because the software actively limits the power available and they could have fitted it with other settings? I don’t feel any great need to increase the power from it, just wanting to understand it! 2005 D3 2.7 Auto
Previously:
2010 MY FL2 TD4e GS - Now gone at 199,500 miles, about 135,000 of them mine.
‘93 Defender 110 200TDi CSW
‘87 Defender 90 4 cyl Petrol
‘83 110 CSW V8 - best ever!
Range Rover 2-door V8 (not sure of year - 4-speed box and vacuum diff switch)
Series III SWB Diesel

Can't comment on this but I believe that when engine power is expressed as BHP it's done on a test rig with no alternator or air con or water pump or gearbox or any real world kit attached to it in order to maximise the figures.

Actually "118KW Brake HP" is a meaningless statement as it's mixing up KiloWatts and Horsepower (1HP = about 750 watts) 3 x FL1 2 manual + 1 auto
5 x FL2 4 manual + 1 auto
Now Discovery Sport P250 MHEV SE

I have a hunch that the engine was designed from the start to give 190HP.
First they've released a lower power version 152/160HP and later, once with the facelift, they've upped the power to the original design level, to invigorate sales and to keep attracting the possible clients.
Marketing strategies...

An engineer once told me that you can get any amount of power out of any engine for a short time if you can pump enough fuel into it and it revs fast enough. ie you can make a Fiat 500 accelerate like a Ferrari (but only for a few tens of metres before it explodes)  3 x FL1 2 manual + 1 auto
5 x FL2 4 manual + 1 auto
Now Discovery Sport P250 MHEV SE

Best thing that can happen to a Fiat 500  Common sense isn't very common.
_______________________________
2007 Land Rover Freelander2 I6 hse Auto

its been proven by many on here that when done properly, the TD4 can be safely remapped from 150/160 up to 190bhp and the SD4 from 190 up to 240bhp (due to its different turbo geometry etc). The Si4 with the same gearboxes is factory 240bhp.
Its the torque through the gearbox that is the concern but sticking to a proper bespoke remap wont (or shouldn't) damage an otherwise standard car.

Don't forget the BMW engines come in varying power levels (2.0L from 116bhp to over 200bhp and 3.0L from around 220bhp to 300bhp)

plus im pretty sure that Alex has hit the nail right on the head with depowering and marketing strategy

Thanks for all the above!

I had noted the odd mix of kW and bhp in their figure and worked out that 118 kW converts to about 152BHP. I wonder if anyone with a 190 BHP engine can tell us if the TOPIx build-sheet has that listed as PWR Limitation or simply quotes the PWR figure?

The marketing point is a good one! Detuning products (at greater cost) to produce a lower spec (and lower priced) product is an old trick to enable higher spec models to command a higher price, but it had never crossed my mind in this context! 2005 D3 2.7 Auto
Previously:
2010 MY FL2 TD4e GS - Now gone at 199,500 miles, about 135,000 of them mine.
‘93 Defender 110 200TDi CSW
‘87 Defender 90 4 cyl Petrol
‘83 110 CSW V8 - best ever!
Range Rover 2-door V8 (not sure of year - 4-speed box and vacuum diff switch)
Series III SWB Diesel

Back in the 1990's I worked for a mainframe computer company. We had a range of systems based on the single processing unit which was "slugged" to different clock speeds but the customer could buy an "upgrade" as his workload increased. I was in sales and didn't realise that this was the case sold an upgrade for around £1m and happened to be in the computer room when the "upgrade" arrived. It was in a big box, the engineer opened it and it consisted of a new badge to put on the processor cabinet and some instructions to cut a specific wire on a circuit board, the instructions also said to make it look like a big job and get the oscilloscope out spend all day on it with bits all over the floor etc. 3 x FL1 2 manual + 1 auto
5 x FL2 4 manual + 1 auto
Now Discovery Sport P250 MHEV SE

I think Intel did something similar with their 386/486 CPUs back in the 1980s. The lesser 386 was in fact a 486 with the built-in maths co-processor disabled - but you couldnt upgrade the 386 to a 486. Jules

Jules, yes I was thinking of Intel when I posted above! Although I thought it was Pentium and Celeron! 2005 D3 2.7 Auto
Previously:
2010 MY FL2 TD4e GS - Now gone at 199,500 miles, about 135,000 of them mine.
‘93 Defender 110 200TDi CSW
‘87 Defender 90 4 cyl Petrol
‘83 110 CSW V8 - best ever!
Range Rover 2-door V8 (not sure of year - 4-speed box and vacuum diff switch)
Series III SWB Diesel

Degrading hardware and software to match what you were willing to pay was (and perhaps is) common.

Example, to downgrade a CPU, just ask it to continually check time/date or something similar.
Also it was common to have wire links which allowed (or limited) the disc storage capacity to that as purchased.
As dorsetfreelander has said, it was marketing and, quite often, I was that engineer.

I am sure that any freelander contains hardware and software which is waiting to be enabled (for a price)

My TOPIX Vehicle Summary does not include the line PWR Limitation, just states

Series DW12 2.2 DSL 5DR HIGH
Engine 2.2 Desiel

and then lists all features as normal, including

ENGINE POWER SOURCE - 190/420 FL2 XS SD4 Auto 2010 2012-2017 (21k - 91k miles) (MY2011)
FL2 Metropolis SD4 Auto 2014 2017- (16k - 77k+ miles) (MY2015)
Metro in its 11th Year of (Extended) LR Warranty / Full LR Service History
(Expensive, but Trouble/Worry free - hopefully?)