Thread: Another TDV6 Crankshaft Bearing Failure

Originally Posted by Ean Austral

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

Cheers Ean

From what I can find, it seems LR recommend 24,000 k intervals, while for Ford it's 30,000.

Originally Posted by Ean Austral

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

The bearings don't wear on the 'tang' side.

Also, if the crankshaft grabs a bearing then nothing is going to stop the bearing from spinning. The forces involved are just too great.

Originally Posted by johntins

The bearings don't wear on the 'tang' side.

Also, if the crankshaft grabs a bearing then nothing is going to stop the bearing from spinning. The forces involved are just too great.

Thanks - I fully understand that , but every time I have seen it done , or , done crankshaft shells the tangs are on opposite sides and the cap when placed in position has a flat surface which buts up against each tang and locates them into position, it seems I assumed incorrectly that this served 2 purposes 1 to locate the shells and 2 to stop them being able to spin as they are sitting against the opposing flat surface, and not blocking off the oil gallery .

Cheers Ean

Originally Posted by garrycol

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

Ok,sure,but are there failures in other brands that use the same engine?

Originally Posted by scarry

Ok,sure,but are there failures in other brands that use the same engine?

They pop up on the Jaguar forums. But, as one guy I read says, "There are a lot of 2.7's out there in a wide variety of PSA/LR/Jag cars, and you only generally hear about the ones that fail, rather than the ones that are still running fine at x,000 Miles...."

Here's a site that may be of interest:

I have a Jaguar S type diesel 2.7 . The engne seized 6 weeks

Originally Posted by johntins

From what I can find, it seems LR recommend 24,000 k intervals, while for Ford it's 30,000.

I can't help but wonder if this is where the problem lies . I know oil has come a long way , but unless we do a major trip , our D3 would struggle to do 4000ks a year. Personally I think even running the same oil for a year can't be good on a engine that has EGR , but plenty say synthetic oil can cope.

Its just the way my brain works , 5 ltrs of oil trying to run for 24,000ks in a environment that pumps a % ( even tho small ) of pollutants back into itself. Personally I am happy to put new oil and filter every 6 months or 10,000ks even if people tell me I am wasting $$.

Cheers Ean

Originally Posted by johntins

From what I can find, it seems LR recommend 24,000 k intervals, while for Ford it's 30,000.

Friend of a friend just sold an 05 D3 TDV6 S with 280,000km. He’s had it since new.

Had not even replaced the timing belt!

Gearbox was stuffed needed rebuild.

God knows what the oil change history was.

Got $6k for it.

Bought a new D5!