TDV6 engine number location

[Graeme]

Could someone advise where the engine number is stamped on a TDV6 please? Supposedly it's on the left side but I haven't been able to find it.
TIA
Graeme

[DazzaTD5]

its on the drivers side (righthand) of the block i'd say 2/3 way down. I cant say I have ever tried to read it while the body is on.

it is also on a shiny steel plate attached to the top of the lefthand inlet manifold.
if its a 3.0 and has had that manifold replaced then it seems common place that whom ever does the job doesnt fit the old plate to the new manifold.

[shack]

Could someone advise where the engine number is stamped on a TDV6 please? Supposedly it's on the left side but I haven't been able to find it.
TIA
GraemeHa, good luck!

Is the engine out of the car?

I don't know where it is, I couldn't find it so we used the number on the tag on the left inlet.


Daz beat me..

I've got one I can check this arvo though.

[shack]

It's on the flat panel below the very easy to read writing that stands proud on the block.

Cheers.https://uploads.tapatalk-cdn.com/20250114/95e28a5d8475cc00bbbfa5ca8d263ab3.jpg

[Graeme]

Thanks Dazza and Shack. The engine is sitting on the standard tyre mount complete with turbos. I'll have a better chance of seeing it looking on the correct side.

It's waiting with timing pins fitted for a belt kit to arrive along with a new front crank seal, with the inlet manifolds already transferred from the old engine. It will go to the mechanic Monday to have the bearings replaced before the body-off engine swap the following week.

Edit: The engine number plate was on the original manifold so we thought that manifold hadn't been replaced, although found that it had like the other side. However someone had cut the inlet tubes on both manifolds so they had to be replaced anyway. Now the stamped plate is on top of the unstamped plate so that it is obvious that the manifold has been replaced.

Another edit: The cam sprockets will be replaced with the latest version too.

[DiscoJeffster]

It's on the flat panel below the very easy to read writing that stands proud on the block.

Cheers.https://uploads.tapatalk-cdn.com/20250114/95e28a5d8475cc00bbbfa5ca8d263ab3.jpg

So easy without a tonne of ancillaries such as a turbo etc. [emoji1787][emoji1787][emoji1787][emoji1787]

[Graeme]

I managed to clean-up the surface enough for a picture from my phone confirmed the number. If I remember, I'll clean up the face better while hoisted but the workshop shouldn't have any issue reading the number before fitting.

[shack]

Thanks Dazza and Shack. The engine is sitting on the standard tyre mount complete with turbos.

Just on the tyre mount/stand, we have found that AT tyres are the best compromise of softness and support....a K02 is probably a bit over the top though.

I don't know what you have found?

It's disappointing that none of the manufacturers or 4x4 magazines ever test performance of tyres in the second phase of their life!

[Graeme]

The only KO2 that I have is a delaminating 20" which I vowed never to use again. I used a 17" Conti AT which also was quite useful in its primary life on this D4, so quite fitting really.

[Graeme]

Off topic, sort of, but do people recall the new 3.0 L320 that blew lots of smoke when the secondary turbo was used that multiple new turbos and scavenger pump didn't fix, so LR replaced the engine? This was before the redesigned drain that bypassed the scavenger pump. The scavanger pump draws from a sealed reservoir in the sump via a pipe through the block/sump mating face on which an o-ring seals the pipe inside the sump. My bet is that the o-ring was missing on that engine allowing the scavenger pump to suck air which then caused the drain to overload the turbo seals. That the pipe is described in the parts catalogue as a crankcase ventilation tube may not have helped.

[shack]

Off topic, sort of, but do people recall the new 3.0 L320 that blew lots of smoke when the secondary turbo was used that multiple new turbos and scavenger pump didn't fix, so LR replaced the engine? This was before the redesigned drain that bypassed the scavenger pump. The scavanger pump draws from a sealed reservoir in the sump via a pipe through the block/sump mating face on which an o-ring seals the pipe inside the sump. My bet is that the o-ring was missing on that engine allowing the scavenger pump to suck air which then caused the drain to overload the turbo seals. That the pipe is described in the parts catalogue as a crankcase ventilation tube may not have helped.I do not remember this, but it's seems about par for the course!

[Graeme]

RRS 3.0 blowing smoke (lots of it) (https://www.aulro.com/afvb/l320-range-rover-sport/153918-rrs-3-0-blowing-smoke-lots.html)

I couldn't quite recall Greg's name.

I only became aware of the o-ring when reading the WSM for the sump replacement.