Thread: Another TDV6 Crankshaft Bearing Failure

Is there a difference in the bearing / lube spec used by Land Rover vs Ford ?

As a new to me owner of a D4 SDV6, MY11 i'm seriously developing buyers remorse

Originally Posted by incisor

Is there a difference in the bearing / lube spec used by Land Rover vs Ford ?

Also is the recommended service schedual the same between the 2 ?

Cheers Ean

Originally Posted by Ean Austral

you have your view , which is most likely the main reason , I have mine which believes they would assist in stopping them spinning purely based on the fine clearances they operate in - regardless from what I have seen from L/R & Ford , of which I am a fan of both , they shouldn't mess with things that assist in any way as they need al the help they can get .

Cheers Ean

Lol. It’s not my view, it’s engineering fact. I’ve built a number of engines in my time, measured bearing clearances, and had them run reliably for years at double the original horsepower. I’ve also blown one up (seized and threw two rods out the side because the conrod bearings gave way, because, drum roll, all the engine oil was on the road behind me after the dry sump system sprang a leak).

Tangs won’t alleviate a systemic issue and won’t help here. If the bearing is moving and needs a tang to keep it in place, the engine is moments away from failure as the bearing is being physically worn away. The moving parts are floating on a thin bed of oil that does not create enough drag to move a bearing shell. If something is, it’s boom time.

Originally Posted by DiscoJeffster

Lol. It’s not my view, it’s engineering fact. I’ve built a number of engines in my time, measured bearing clearances, and had them run reliably for years at double the original horsepower. I’ve also blown one up (seized and threw two rods out the side because the conrod bearings gave way, because, drum roll, all the engine oil was on the road behind me after the dry sump system sprang a leak).

Tangs won’t alleviate a systemic issue and won’t help here. If the bearing is moving and needs a tang to keep it in place, the engine is moments away from failure as the bearing is being physically worn away. The moving parts are floating on a thin bed of oil that does not create enough drag to move a bearing shell. If something is, it’s boom time.

This.

Bearings with the tags also spin (I believe the late 2.7s and all the 3.0s have them and bearings in these spin). They have this problem in the UK in both engines where they do not have bullbars etc to block air flow. Interestingly the 3.6TDV8 is just a 2.7 with two extra cylinders and it does not seem to have this problem. I would assume the same bearing etc are used in both engines.

My view is that the issue in younger vehicles is generally poor maintenance - late oil changes, not changing the oil filter. In older engines is it simple old age and its associated wear in the bearings so the required pressures are no longer there to keep the bearings in place - maybe the tags would help here.

Also a few people on here have reported finding bearing caps loose when doing work on the engine but I have not read this being identified when an engine has actually failed - but then most do not disassemble the engine as a broken crank is obvious from the outside.

Lots of ideas but few conclusive answers.

Garry

Originally Posted by DiscoJeffster

Lol. It’s not my view, it’s engineering fact. I’ve built a number of engines in my time, measured bearing clearances, and had them run reliably for years at double the original horsepower. I’ve also blown one up (seized and threw two rods out the side because the conrod bearings gave way, because, drum roll, all the engine oil was on the road behind me after the dry sump system sprang a leak).

Tangs won’t alleviate a systemic issue and won’t help here. If the bearing is moving and needs a tang to keep it in place, the engine is moments away from failure as the bearing is being physically worn away. The moving parts are floating on a thin bed of oil that does not create enough drag to move a bearing shell. If something is, it’s boom time.

Fair enough I am happy to learn something new , I knew about them floating on the thin bed of oil , but I just assumed that the tangs played another roll , and that was as the engine got older and started to wear they aided in keeping the shells in place. It not my field of expertise, but every engine I have seen ranging from a little 4 pot that was in a datto 180b I used to own right thru to the 35ltr cat engines in the boats I manage all have the tangs on the shells .

given L/R past with things like oil pump bolts not loctite'd and a few others , I would have thought a tang to locate the shells would be a good idea , but, I guess the idea of saving a few $$ where ever they can wins every time .

thanks and Cheers Ean

Originally Posted by Ean Austral

given L/R past with things like oil pump bolts not loctite'd and a few others , I would have thought a tang to locate the shells would be a good idea , but, I guess the idea of saving a few $$ where ever they can wins every time .

While it is easy to put the boot into LR over this because the engines are in a Landrover product and LRs poor response to the issue, the engine is not actually build by LR - it is a PSA-Ford design and all engines are build by Ford in the Dagenham Ford UK engine factory - irrespective of whether the engines end up in a Landrover, Ford, Citroen, Peugeot and Jaguar - I assume the US versions of the engines will be built there but not sure.

So if there are dodgy build processes on the engine it is a Ford issue not LR.

Garry