Hi Jonesy63,
Is that check sheet from ToPIX? I'm after one for a RRS TDV8.
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Hi Jonesy63,
Is that check sheet from ToPIX? I'm after one for a RRS TDV8.
The oil service was initially optional for MY10, only being required under certain operating conditions.Quote:
Originally Posted by jonesy63
LR may have discovered that the superior fuel injectors and more injection bursts per combustion of the 3.0 that reduced oil contamination could not be applied to the older technology 2.7 injectors and injection bursts.
Edit: I'm relying on memory as I no longer has the MY10 handbook to check so I could be wrong. I note that the undated version of the D4 WSM that I have shows 12K for the 2.7 and 13K for the 3.0 - it doesn't mention 24K/26K at all.
Hot kilometers on work vehicles...20,000k of hours per day highway for eg is better than 5,000k of short stop start trips over the course of a year. Even taxis with short trips put up huge ks on straight 6 petrols etc because they hardly get chance to get cold.Quote:
Originally Posted by scarry
Cheers
Our MY12 2.7 is 24000k's/12 months as per handbook.Quote:
Originally Posted by Graeme
It gets done by the Indi once a year as it does less than 20k a year and i change the oil only,no filter, at the 6 months interval in between,no matter what the mileage.
I also make sure i use exactly the same oil as the Indi,as mixing oils is not advisable.
True,but the D2 did a lot of around town work, less than 20k some years,in fact it had 105k on it when i sold it at 8 1/2 yrs old.Quote:
Originally Posted by ozscott
Another vehicle i should never have sold?.:(
Hi all,
When I was an apprentice it was at a bus shop with 136 buses all diesel all makes, from bedford leyland to merc and volvo with adblue. We used an approved conoco phillips oil and we had allot of engine rebuilds to get through, we spun bearings, broke cranks, threw rods. 1 engine was a reman isuzu which had no oil pressure. we put a master guage on confirmed it and then got some AGIP from up the road and cured it. the engine was just rebuilt and cold no oil pressure on this puss. we changed to shell which was so much better but the damage was done, the temp rose and the oil pressure would fall to nothing on the conoco.
Then I went to a crane company running mainly cummins and some cat engines. the cat engines were known for failing but none of ours ever did. that company did 15 years on castrol rx super. when it changed to valvoline after i left they washed a motor and had to have it rebuilt. the motor was quite old but making the change caused the issue.
I put a valvoline filter on my 4w4 once with an upside down filter and it would start with no pressure for 5 seconds everytime. took it back got another same problem, got a refund fitted a ryco problem gone. there products are dead to me.
the bottom end in an engine is relativly unchanged still a crank still plain bearings, still needs oil pressure. these 3l engines are sooters and should not be let to run 26k, especially if your not on the castrol c1 pro oil, the spec needs to be met otherwise with two turbos to cool the oil is gunna turn to crap and kill the bottom end. i got my car with 67k on it, used flush then changed the oil ran it for 2 hours then changed it again, was black and crappy. changed it at 5k next and ran it through my fingers, if it stains the pores of your hands its dirty and cant do its job, the oil doesnt have the capacitity within itself to hold anymore junk than 10k can throw at it.plus 6l sump is tiny for the HP these things put out. toyota learnt it lesson with those dirty 2.8l sludgers and had everyone underneath them in a driveway every 5k, landcruisers got big sumps after that.
anyway happy to be proved wrong but, oil approvals are a big deal due to the heat loads on it, addictive packages are also important. this could have been avoided if castrol made this product shelf available instead of having to walk into repco and explain to the counter how to order you a $400 drum of oil that will arrive a week later. 6l bottles would also be nice. its also funny how they will put any engine oil in but will look up which ATF to use!
I used to think that about mine, but it would have about 400k on it by now if I'd kept it. Could you really go back to a D2 now after the D4? (Says someone who's swapping their D4 for a Defender. :confused:)Quote:
Originally Posted by scarry
Cheers,
Jon
There was a LR bloke (former dealer) who did.... written up in LRO International when they did a segment comparing all Discos. He had had all versions and after owning a d4 until out of warranty he sold it and chose a d2 and he gave his reasons why. He did a lot of offroading. Of course everyone will come back and say crazy....no way etc...but i am just answering the question posed above. Well maintained d2 is becoming a sought after vehicle that combines enough of both modern and old tech and smaller size to fill a niche.
Cheers
Well, he definitely has not tried the limits of a D4.Quote:
Originally Posted by ozscott
Give it a break Nicky. He gave a number of reasons. I am not having a go at the D4 offroad but if you like a lighter and modded offroader the D2 is the vehicle of choice out of the 2. Horses for courses. He also wanted something simplier. Some people just like a more organic experience. The d4 eats it for space, comfort, towing and still retains great offroad ability. I answered a question honestly. After 2.5 decades of 4wding in a number of models i dont need the practice of writing this post...
Cheers