Thread: D4 2009 TDV6 3.0 - Engine Seized

There seems to be quite a difference in viscosity specs between the oil used and Castrol Edge Professional C1 5W-30 (one recommended by LR) and that the Valvoline oil doesn't seem to state that it meets LR's Ford specs. I suggest that you get professional advice on the difference in specs.

Hi John,
The first shudder would have been a partial seizure, the second was obviously the end. I would think you would have to wait until the engine is stripped to define the root cause, the seizure could be the crank, could also be one or more pistons in one or more bores, same outcome. The pistons seizing could well have also given you some different symptoms............I would be looking at the crankshaft.

Personally I don't believe that if you have 5.9 or 6.0 litres of oil in the engine that this would be the cause of the engine seizure. Grade and viscosity of the oil are very important. However I would think there is more at play here.

Based on what you talk about I would be heading towards a crank problem, possibly a spun shell. When you take off the sump you would be looking for anything that has turned a shade of blue. Depending on which shell has turned blue and where that is in relationship to oil feed will tell you which bearing caused the problem. If a shell has spun this will block the oil feed to the bearing resulting a rapid rise in temperature and melting of metal components.

It is very hard to guess where the problem is until you start stripping the engine. Looking at the manual you can take the sump pan off with the engine in situ undoing the 14 sump bolts. You might be able to see something looking up with a good light. I don't know I have never taken one off so I can't tell you what you would see.

That's where I would start. I would think that something has given way, I doubt that the oil grade and or viscosity would be the primary cause unless your mechanic had done something very wrong.

I might be stepping out here a bit, however if you look at the viscosity charts and the ambient temperature conditions it is perfectly viable to run a 10W-40 oil. And I have done with no adverse effects that I am aware of. Typically though I run the 5W-30 oil.

I would also collect the old oil when you drain it out looking for any evidence of "bad news", see how much you get out. Taking the sump pan off you never know you might find evidence in the bottom.

If a bearing has spun then it needed a reason to do so. LR issued a bulletin regarding incorrect oil usage. I really doubt that an extra 100 ml is significant though.

Reference: SSM49357

Models: Discovery 4/Range Rover Sport

Title: 3.0 TDV6 Engine Oil

Category: Engine

Last modified: 10-May-2011 00:00:00

Symptom; 401000 Oil System Concerns

Content

Issue: Clarification on engine oil specification applicable to 3.0 TDV6 derivatives.

Cause: Incorrect engine oil specification being used in some Markets.



Action:

The engine oil used in 3.0 TDV6 must be to specification WSS-M2C934B (ACEA A5/B5/C1). Land Rover recommends Castrol Professional Powerflow C1 5W-30 especially for vehicles fitted with DPF (Diesel Particulate Filter) as this engine oil is specially formulated to minimize ash build up.

For non DPF vehicles ONLY, engine oil to specification WSS-MSC913B (ACEA A1/B1) may be used. Land Rover recommends Castrol SLX Professional C1 5W-30. It is permitted to use an alternative to Castrol as long as the specification stated above is met. The grade of oil used must be 5W-30, there can be no deviation from this viscosity. Failure to use a 5W-30 viscosity engine oil meeting the above stated specification will have a significant effect on the bearing shells which may cause irreparable damage to the engine.

NOTE - It is imperative that when the engine oil is drained from the sump during routine service work and replaced, the correct amount of engine oil is added to the engine as follows - 3.0 TDV6 Engine oil service fill with oil filter change 5.9 litres ? Maximum. Therefore it is essential the correct amount of engine oil is measured prior to filling.

Failure to follow the above instruction will compromise the engine breather system, potentially resulting in oil pull-over and subsequent engine damage

Hi Graeme,
Right............thank you. Not having owned a D4 as yet I haven't come across this issue, just working on the practicalities of running the older TDV6 and the V6 petrol. Thanks for the bulletin.

The datasheet for the oil that was used is below. There are several points that caught my attention that would cause me to steer well clear of it except for the specific engines noted.
SynPower-Xtreme-MST-C4-SAE-5W-30_054-01.pdf

Originally Posted by Graeme

The datasheet for the oil that was used is below. There are several points that caught my attention that would cause me to steer well clear of it except for the specific engines noted.
SynPower-Xtreme-MST-C4-SAE-5W-30_054-01.pdf

Thanks for that info Graeme, very helpful.


Today the mechanic has confirmed that the crankshaft is solid in the block.


As suggested, I have asked that they remove the oil pump and sump to review the condition of the bottom end - hopefully I will get some feedback on this tomorrow.


On another note, the mechanic is now claiming that they actually used the Synpower FE, which is A5/B5 rated, but not C1. Looking at the Valvoline website, the clear recommendation is the ENV C1 (given mine is a MY2010).


It would be great if you could please provide me with that same datasheet for the FE and ENV C1 oil - I tried to find the same on the website, but could only find a very basic summary.


Appreciate you help, John

Heres the datasheets for Valvoline FE and ENV C1

As the mechanic has changed their advice on the oil used once so far, make sure that you get all correspondence via email. This will assist if legal action is required.