Mine is also a 2009 build 2010 model and it doesn't have a DPF.
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Mine is also a 2009 build 2010 model and it doesn't have a DPF.
Not much oil pressure if a bearing cap comes loose.Quote:
Originally Posted by ThrowawayFool
Its not good news when you hear about things like this. It always causes concern on whether yours is going to do the same.
Sadly I don't think it will be oil related.
If you have a DPF fitted than the C1 has to be used ,other wise you will clog up the DPF and you will stop.If however you don't have a DPF than the Ford spec A5B5.Which was used, would be very suitable. I've been using it since that spec came out, and have done some 60'000 ls, on it
Richard
2010 3lt D4.
I presume you've checked that - via Land Rover using your vehicle number.Quote:
Originally Posted by BobD
Hope too you got a sample of the oil.
Good luck.
despite whizz-bangery and black magic the engine at case still has up and downy bits and round and roundy bits.
The smoking gun is for me is:
" including a bolt from one of the bearing retainers"
Sure wrong oil could lead to main/big end bearing wear destruction possibly spinning and thus blocking the crank gallery leading to seizure... but if the big end cap has lost a bolt I would be guessing that as the root cause. Bolt lets go, that big end is now loose and flapping leading to rod failure combined with near complete loss of oil pressure via the now open crank gallery blah blah blah
My guess is going to be big end fixation failure either from incorrect torque at manufacture or failed bolt.
steve
As it was for me, if you see my comment a few posts back.Quote:
Originally Posted by roverrescue
Also on some of the UK D3 posts about engine failure in D3,there is sometimes also a bolt found in the sump.
I have found crankshaft bearing cap bolts falling out and causing reciprocating refrigeration compresser failures as well.
Hi John,
Richard K spun a bearing in his D3. might be an idea to swap stories you might find some similarities. I don't think oil spec was Richards problem. If I am right the big ends are a fractured connection rather than a machined connection, in theory this gives a better chance of a cylindrical journal.
I had some work done on the D3 a couple of weeks ago and unfortunately sitting in the workshops yard was a early D4 HSE that had suffered a major engine failure. They had not pulled it apart but they had done some preliminary external checking and found that the crank shaft / bearings were stuffed.
I hope there are not to many more threads like this popping up in the future.
Quote:
Originally Posted by Nomad9
Could someone please explain what this means? Particularly the "fractured connection" I'm lost [emoji16]
Scott