Thread: 3.0 V6 diesel - is this 'normal'????

Originally Posted by Graeme

My 2009 3.0 D4's primary turbo from time to time gets a sticky actuator that results in such a whine at the same time as going into restricted performance mode. I clear the fault codes (usually a set of 3 regarding airflow inconsistancies) with my Faultmate with the engine running and its right then for another 3 months or so. The fault initially occurred near the end of warranty but as I was able to clear it and restore performance and I didn't want to be inconvenienced by having the body removed again, nothing was done about it. However either a new actuator linkage kit or a new turbo may need to be fitted because the fault has re-occurred several times since.

Mine's fault has now been fixed. It was caused by a sticky secondary turbo isolation valve caught in the act. It was sticky because dirt/grit was jammed between the valve housing and the flange attached to the shaft until given a few good squirts of WD40. Much relieved as the fault has been hard-on since yesterday a/n.

Edit. 4 fault codes in various combinations - P00BD, P00CF, P0235, P1247 all referring to boost problems circuit A (primary turbo).

Originally Posted by GregMilner

Last week, at 46,000 (only 15,000km on the new engine) the car suddenly developed a distinct, high-pitched whine under acceleration. It died off as soon as I backed off the throttle. Initially I thought it might be a gearbox problem, but Barbagallo's chief technician picked it as a primary turbo whine as soon as he test drove it this morning.

Primary turbo whine but possibly only because the secondry turbo isolation valve was stuck open. My primary turbo howled all afternoon as I tried unsuccessfully to get the fault to heal itself. Except that it didn't utter a whisper until the fault re-occurred each time, the noise gave the impression the turbo was about to explode.

Originally Posted by Graeme

I still find the management of the secondary cut-in rather rough because if the gbox is manually up-shifted with part throttle at around 2500 rpm, the engine's performance drops off significantly for quite a while until revs get back up towards 2500 rpm in the higher gear. This suggests that either the secondary turbo is being virtually closed-off when the revs drop or the primary turbo is backed-off way too far with the slightly reduced torque that is requested by the gbox ecu prior to the up-shift, but either way the dual turbo management is not particularly refined, not on my vehicle anyway.

Turbo change-over is now smooth and quick again after having freed the isolation valve's butterfly spindle. It was indeed just my vehicle, not a general turbo management issue.

Our 3litre does this too when manually upshiftting. Engine seems to stutter and pour black smoke out.
Will have to get on to this.
Only travelled 12000kms so can't imagine too much dirt in there.
Cheers
Steve

Hi Greg, as others have said, I've heard LR are aware of the problem and more and more its pointing to the hardware in between turbos. They may have even issued a bulletin.

Sometimes just wish they weren't so good to drive and be in and look at....be a lot easier to give them up

Cheers
Caine

Originally Posted by baldivistribe

Only travelled 12000kms so can't imagine too much dirt in there.

This problem is not related to distance travelled but the environment in which the vehicle has been used. The valve's butterfly spindle and attached bracket are just like a throttle body but as its located down low behind the bottom of the I/C it can get splashed with mud and water. The shaft and bracket need protection to keep the dirt out of the mechanism. If LR haven't come-up with something by the time mine sticks again I will create my own fix but they may already have a fix. Frequent hard driving to cause the valve to be operated often will help prevent build-up but I'm not prepared to do that.

In testing the fix, for the 1st time ever I floored mine from a standing start - wow these things have some get-up and go!

Originally Posted by Graeme

This problem is not related to distance travelled but the environment in which the vehicle has been used. The valve's butterfly spindle and attached bracket are just like a throttle body but as its located down low behind the bottom of the I/C it can get splashed with mud and water. The shaft and bracket need protection to keep the dirt out of the mechanism. If LR haven't come-up with something by the time mine sticks again I will create my own fix but they may already have a fix. Frequent hard driving to cause the valve to be operated often will help prevent build-up but I'm not prepared to do that.

In testing the fix, for the 1st time ever I floored mine from a standing start - wow these things have some get-up and go!

Well, after showing the guys at the service department these posts this morning, maybe the body doesn't have to come off after all. Seems it could indeed be something to do with the hardware between the turbos, a gasket in the crossover pipe. It was up on the hoist today, so hoping for good news tomorrow. Can't imagine repeatedly lifting the body off and on is doing anything any good.

Got to give credit to the Barbagallo service guys, they do seem to care about getting it right.

Got the car back today. Didn't have to take the body off or replace the primary turbo after all.
According to Gordon at the service department, it was a couple of leaky gaskets causing the whine. They replaced the one where the turbo attaches to the engine, and there was still a bit of a whine, so they replaced the one between the turbo and the crossover pipe that goes across the to secondary turbo. Problem Solvered.
Took three days, but a good result.

Anybody else with a turbo whine under acceleration in a 3.0 TDV6, get them to check the gaskets before they go for radical body-off surgery. Nice work Cecil and the guys at Barbagallo.

And for anybody who thinks their 3.0 TDV6 might still need a new primary turbo - there's a brand new one sitting at Barbagallo Land Rover, now not needed in my car:-)