Big end & main bearings failure on Puma 2.4 engines?

**Naks** · 29th December 2013, 08:15 PM

As seen on another forum in a discussion about common D3 problems:

BEARINGS big end and main.

The problem exists with the TDV6 2.7 the TDV8 and the Puma 2.4. They all have the same issues because of a design fault very common to FORD.

Then do not engineer keeps or notches on their bearings. With time the bearing turns on the crank and blocks the oil gallery then seizes. Causing torque twist and resulting in a broken crank shaft sometimes.

This happens to less than one percent of total cars sold and because you cannot procure component parts it becomes a very expensive exercise. So I am sorry to say it is not only restricted to the Disco 3.

Has anyone experienced or heard of this happening on a Puma 2.4 engine?

**justinc** · 29th December 2013, 08:24 PM

this is common practice with fracture cap conrods, Development of Fracture Split Steel Connecting Rods yes i agree it seems a bit unusual but the science is in, and in the vast majority it is faultless. no more failures occur in my opinion than old school rods and shells that are assembled by human hands....

remember the td5 has been around from 1998 and has used this technology, they have had no issues at all except when the oil pump bolt comes loose...

jc

**Drover** · 29th December 2013, 09:52 PM

A very good friend of mine has a Transit flat bed, 2008 model. Same as my SVX - Currently it has 305,000k's on it. Only issue has been a harmonic balancer needing replacement.

This poor truck runs up and down the M1 daily with plus 1T plus every day. Pallets of tiles, sand, elevator ETC

So, I ( & all the other 2.4 PUMA ) should be very happy with this good news storey.

**pannawonica** · 30th December 2013, 10:45 AM

You have got to remember that vanman all across the UK and EU every working day tried, and largely failed to kill them!

**djam1** · 30th December 2013, 10:50 AM

Come on we all know Pumas don't break down and P38 Diffs are stronger than the pathetic Salisbury.

**uninformed** · 30th December 2013, 10:56 AM

good god, can you guys not read, the original quote said less than 1%. And JC, has backed up this with real world experinence of numbers seen through his doors.

Id bet that the bad batch of 98 300Tdi was bigger numbers....

**Slunnie** · 30th December 2013, 11:12 AM

Nup, they're timebombs.

tik, tik, tik, boom!

**Naks** · 30th December 2013, 04:18 PM

The failures on the D3 we see in ZA are mostly on vehicles which are driven occasionally and/or for short distances, whereas vans work hard and are almost always running

Also, our diesel in ZA is not the best, could be a contributing factor?

**sashadidi** · 31st December 2013, 04:39 AM

In Russia use a guy for transport. he has a fleet of transits working 7 days a week 24 hour a day as do other small style operators, never any engine problems as such like you describe and they all have done over 350,000 km each

**Jode** · 1st January 2014, 04:20 PM

Originally Posted by Naks

The failures on the D3 we see in ZA are mostly on vehicles which are driven occasionally and/or for short distances, whereas vans work hard and are almost always running

Also, our diesel in ZA is not the best, could be a contributing factor?

IIRC, "high" sulphur content in diesel fuel increases the speed of engine oil decay, so engine stress would increase when running such fuels. I change the engine oil in our 300TDI at 5000k intervals (but then I don't use synthetic motor oil), as all our fuel comes from SA.

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