Thread: D4 3.0 SDV6 catastrophic failure

2.7 is far more reliable so long as it's got the new oil pump. They don't do cranks, they don't blow manifolds, split throttle bodies, fail turbos. Plus they're less complicated than the 3L TT arrangement.
Their weak point is the HPFP. That's very common on those. Also top intercooler hose splits but that's a simple nothing issue.

Originally Posted by DiscoJeffster

2.7 is far more reliable so long as it's got the new oil pump. They don't do cranks, they don't blow manifolds, split throttle bodies, fail turbos. Plus they're less complicated than the 3L TT arrangement.
Their weak point is the HPFP. That's very common on those. Also top intercooler hose splits but that's a simple nothing issue.

There are some good threads on here about the 2.7. There are some on other forums including - Just a moment...

Cheers

Originally Posted by DiscoJeffster

2.7 is far more reliable so long as it's got the new oil pump. They don't do cranks, they don't blow manifolds, split throttle bodies, fail turbos. Plus they're less complicated than the 3L TT arrangement.
Their weak point is the HPFP. That's very common on those. Also top intercooler hose splits but that's a simple nothing issue.

Just to be a bit contrary, our 2.7 had done a crank and a turbo before 140,000km. We bought it at 143,000km. It did the HPFP at 160,000km, but now has 262,000km on it and runs like a clock.

Still, anecdotally the 2.7 issues seem far less terminal than the ones that crop up on the 3.0 and if you do blow up a 2.7 replacements seem easier to come by.

Originally Posted by BradC

Just to be a bit contrary, our 2.7 had done a crank and a turbo before 140,000km. We bought it at 143,000km. It did the HPFP at 160,000km, but now has 262,000km on it and runs like a clock.

Still, anecdotally the 2.7 issues seem far less terminal than the ones that crop up on the 3.0 and if you do blow up a 2.7 replacements seem easier to come by.

I was pretty sure once the 2.7L got to the D4 they were pretty reliable crank wise.

There must have been a revision to the crank because they changed the bolt size on the nose. Nobody seems to know if any other revisions were done though.

Still a bit of a lottery, just less so than the 3.0.

Originally Posted by DiscoJeffster

I was pretty sure once the 2.7L got to the D4 they were pretty reliable crank wise.

Yes, in the early days of my D3 ownership there was some fears around the crank but I think the actual issue was around spinning bearings that led to seizures that sometimes led to snapping. There was endless discussion around bearing shells with and without location tabs and how the oil flows.

There was a theory if you got to 200k you were safe. I'm at 321k and all is good touch wood. No oil consumption between 6 monthly oil changes and no shiny bits in the oil filter.

HPFP died at 290k. That is a very stressful experience given the intermittent nature of the fault.

Original turbo and AC pump also.

My ex-3.0 D4 span #2 main at 310K, now replaced with a 120K eng incl turbos and fitted with tri-metal bearings.

Originally Posted by Graeme

My ex-3.0 D4 span #2 main at 310K, now replaced with a 120K eng incl turbos and fitted with tri-metal bearings.

All bets are off with the 3.0, it can never be trusted