Thread: D3 Quick rundown for the uneducated?

Hi,

I remember the D4 rear air controls being overhead in the second row. Is it the same for the D3 or are they up front? I think I have a seller who's confused about rear air v. just rear air vents...? I spose Topix would be the final word if I can get the VIN from him?

Also I vaguely remember ARB offering a rear diff locker for the D3 but not the D4?

Are the self-destructing 2.7 TDV6s all basically due to the oil-pump/timing belt/crank bearing failures? Is there an engine number/series that denotes the 2009-onward upgraded components?

Other important D4 mechanical upgrades inc alternator/starter wiring... canbus... steering ball joints...

Is it my imagination or do the D3s have a firmer/less supple ride than the D4s? If so what's that about?

It seems to me too from driving a D3 recently that compared to the D4 there's much less engine braking in Sport mode? (and no paddles!! )

Cheers!

Originally Posted by DazzaTD5

Along comes me... the harbinger of death.

Last time this question was asked, it became a long winded thread and apparently I turned the potential Discovery 3 buyer off and they got a **** heap Pajero instead.

So here we go (again).
Great vehicle on road and off road, when they are actually running.
Other vehicles in the same year model are often tractor like in comparison, but again only when a Disco 3 is running.
I wouldnt recommend a 2.7lt TDV6 Discovery 3 unless its already had a engine replacement or you are going to allow that in your budget.
Other engines are more trouble free, as in they don't have total catastrophic failures.

If you do a search on AULRO, this topic has been well covered.

I realise that i get confused very easily as I am a bit thick, but you astound me by inferring the 2.7 engine is a disaster in waiting... I was under the impression that it is the 3.0 litre that throws conrod bearings/breaks crankshafts without warning and has inlet manifold splitting problems! Please explain what is the problem with the 2.7 engine? My son has a 2008 2.7 (176,000klms) and I have a 2013 3.0 (122,00 klms) Perhaps we both need to slash our wrists now?

Originally Posted by Discodicky

I realise that i get confused very easily as I am a bit thick, but you astound me by inferring the 2.7 engine is a disaster in waiting... I was under the impression that it is the 3.0 litre that throws conrod bearings/breaks crankshafts without warning and has inlet manifold splitting problems! Please explain what is the problem with the 2.7 engine? My son has a 2008 2.7 (176,000klms) and I have a 2013 3.0 (122,00 klms) Perhaps we both need to slash our wrists now?

Generally if you run a business fixing Discovery's you only see those that are broken and don't see the bigger picture.

Originally Posted by Discodicky

I realise that i get confused very easily as I am a bit thick, but you astound me by inferring the 2.7 engine is a disaster in waiting... I was under the impression that it is the 3.0 litre that throws conrod bearings/breaks crankshafts without warning and has inlet manifold splitting problems! Please explain what is the problem with the 2.7 engine? My son has a 2008 2.7 (176,000klms) and I have a 2013 3.0 (122,00 klms) Perhaps we both need to slash our wrists now?

One of many threads...TDV6 crank and crank bearing failures

There were many 2.7 failures. Above is one of many threads. 176k is a pup still BTW.

Cheers

Originally Posted by ozscott

One of many threads...TDV6 crank and crank bearing failures

There were many 2.7 failures. Above is one of many threads. 176k is a pup still BTW.

Cheers

"Many failures" this is not a meaningful statistic. This has been discussed before where there was no conclusive number of failures per 10,000 or whatever reached. So without real data this discussion is fairly meaningless. Nick

It's meaningful for me. There have been enough threads over the last decade about catastrophic d3 and d4 2.7 and 3.0 failures to put me off buying second hand. The D2 had failures galore with the V8 and Td5 also but the difference there was the ability to get cheap replacements. The difference with the D4 and D3 when they go bang is that it is a very expensive exercise.

I could have gone D4 for a recent purchase but just wasn't up for a game of roulette. Went away from LR for my daily driver for reliability and economics. Will retain a D2 as an indulgence of the brand.

Cheers

A South African LR spokesperson (if you can believe this) quoted the failure rate for D3/4’s engines over 10 years from 2005-2014 was 1.3% in response to being challenged over the TdV6 engine failures.

This matched data published by Warranty Direct in 2013 on all Land Rover engine failure data based 50000 policies they had.

The Warranty Direct study had Audi engine failure rates at 1 in 27, BMW 1 in 45, Land Rover 1 in 72, and Toyota at 1 in 171.

The real issue I believe is when they do fail the cost to replace is very high.

Originally Posted by Discodicky

I realise that i get confused very easily as I am a bit thick, but you astound me by inferring the 2.7 engine is a disaster in waiting... I was under the impression that it is the 3.0 litre that throws conrod bearings/breaks crankshafts without warning and has inlet manifold splitting problems! Please explain what is the problem with the 2.7 engine? My son has a 2008 2.7 (176,000klms) and I have a 2013 3.0 (122,00 klms) Perhaps we both need to slash our wrists now?

*I'm astounded that Ford can make an engine so ****.
*I'm astounded people get ****ty when i dare mention this.
*Clearly your impression is incorrect.
*Explain what? Ford and Jaguar Land Rover have given no definitive explanation on engine failures.
*Slash your wrists? really, whatever takes your fancy.