Is it the crank itself that is at fault or the bearing failure that subsequently seizes the crank? I recall something about the bearings (basically shims) rotating slightly and blocking of oil delivery ports? Can anyone elaborate on this comment?
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Is it the crank itself that is at fault or the bearing failure that subsequently seizes the crank? I recall something about the bearings (basically shims) rotating slightly and blocking of oil delivery ports? Can anyone elaborate on this comment?
There is a Russian report on the strip down and inspection of a failed TDv6 engine. It's obviously a translation from Russian and a poor translation at that but seems to place the primary blame for failure on the compact design of the crank shaft which sets up conditions for bearing rotation.Quote:
Originally Posted by Mungus
Anyway you can read it yourself, draw your own judgments. Hard to be sure what it means in some places because of the poor translation.
Objectives of the study: determine the cause of motor vehicle disadvantages LAND ROVER DISCOVERY 4
Quote:
The compactness of the power unit has played a key role in the breakdown statistics of this particular engine. Experts can repair noticed that often the failure of the crankshaft in the area of the second or third main journal. Having carefully considered the breaking point came to the conclusion that these breakdowns - a consequence of combat engineers of the small size and light weight of the engine. The short length of the crankshaft - a narrow and crankpins, and it is the high load on the inserts. Narrow cheeks of the crankshaft through which pass yet drilling the oil supply - a high torsional loads on the crankshaft during operation and stress concentration at the narrowest section. As a result, the engine, due to the action on it of high torsional oscillations during operation has two drawbacks:
1. Cranking the crankshaft inserts.
2. Damage to the crankshaft.
Maybe the new Ford 3.0 SDV6 version will offer the crank separately as a part?
The Ford Powerstroke engine is not an SDV6 - it is single turbo.Quote:
Originally Posted by PerthDisco
However that engine has been around since 2018 - it would not surprise me if the crank and other mods that went into the Ford Powerstroke are actually in the 2019 on D5 SD6 (3.0 SDV6) - I have not heard any very later D5s/RRS having an issue but maybe it is just too new.
Hi,Quote:
Originally Posted by AS355
I had a similar thing happen to me. Similar mileage and same engine. Happy to chat about it.
Jim
Thanks Jim.Quote:
Originally Posted by darth
Will chat soon
Cheers
Glen
Do we know where the engine is sourced from ?, same UK engine plant that supplied the 2.7/3.0 for Land rover or US sourced (could be Mexico) ?Quote:
Originally Posted by 101RRS
The research is a bit vague - it would seem that originally it was to be totally built in the US and have twin turbos but these decisions were revoked and is now single turbo and built at the UK plant alongside the Land Rover engine.Quote:
Originally Posted by loanrangie
This extract gives a good over view.
To ensure that the engine has the grit to stand up to the abuse of domestic-pickup-truck owners, Ford began the overhaul at the bottom by fitting the 3.0-liter V-6 with a forged crankshaft, like the one found in the 2.7-liter EcoBoost gasoline engine, complemented by purpose-designed main and rod bearings. A variable-geometry turbocharger takes care of boost, and common-rail direct injection running up to 29,000 psi handles the fuel supply, while dual fuel filters keep the supply clean. Aluminum cylinder heads sit atop a compacted-graphite iron block, and a two-stage oil pump keeps the 6.5-quart oil supply circulating with an eye toward efficiency by reducing parasitic loss. Ford is calling for 150,000-mile service intervals on the timing belt, and the 5.4-gallon exhaust aftertreatment fluid supply should be good for 10,000 miles per fill. Although official numbers haven’t been released, Ford said the turbo-diesel 3.0-liter weighs approximately 620 pounds, which is about 150 pounds heavier than the aluminum-block, twin-turbo 3.5-liter EcoBoost. It will be produced in Ford’s Dagenham Engine Plant in the U.K. alongside the Land Rover engine.
As I have indicated elsewhere, it wouldn't surprise me if LR has quietly slipped this new "short block" into current RRS and D5 vehicles - to announce the change would admit there were peoblems with the old engine - I suspect US Lemon Laws meant the changes had to be made before the engine release in the US.
Garry
This is a good article on the changes Ford made to make the engine suitable for the F-150.
Deep Dive: Ford’s 1.5L and 3.0L Diesel Engines
Even though Ford always made the JLR engines it is clear they are distancing themselves from this.
ThatÂ’s a good read. ItÂ’s a shame such a great performing engine suffers premature failure. I wouldnÂ’t begin to critique engine designers as where would we be without them. What I donÂ’t applaud it JLRÂ’s failing to support customers left high and dry. ShouldnÂ’t be a recall but surely a transparent pro rata support for customers who suffer this Catastrophic failure when out of warranty. If itÂ’s as small a percentage as they maintain then not too costly. Of course we suspect different. After all we are very people who supported the brand, proud as punch being waved too by every other dickhead in a landrover you pass.Quote:
Originally Posted by DiscoDB
At this point I have a brilliantly behaving TDV6 with 140000 klms which loosely correlates to 250 million to 400 million revolutions in a pretty hostile environment under the bonnet.....not bad. But it should be way more. A broken crank should NEVER happen. That speaks to design. End of story.
Every time I read these articles I panic a bit and consider my options. Maybe if it fails this highly modified F150 engine might be a bolt in option. But maybe getting out while the going is good makes sense. When something comes along that can hold a candle to the D4 IÂ’m in... probably a long wait.
Bring on the all electric 4x4.