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I watched the video and if it's true that the cranks are breaking in the same place the cause may be simply that too much is being asked of the engine in a twin turbo D4 configuration under load making some of them fail at the weakest point of the crank. The firing order does them no favours with the front 2 cylinders (1 & 4) overlapping by 60 degrees on the power stroke. NickQuote:
Originally Posted by DiscoJeffster
I have a Ford Ranger PX cab/chassis with the same 2.2ltr diesel , same gearbox , same wheelbase and many very similar components as a Defender 130.....funny that .....Ford owned Land Rover.
In the time I've owned it (since new) it has broken a passenger grab handle.....
I do 2 major bushtrips/year and many short local tempting drives , so I'm not exactly easy on it.
I get it serviced by an indy , because they're within walking distance but the Ford dealer is good .
It does not inspire me or make me smile but it does the job so well and so cheaply that I'm going to have a hard time replacing it with true value.
As mentioned, the crank length is less than a 4 cylinder but you have to get 6 big ends onto it and main bearings so it’s a complex compact shape.Quote:
Originally Posted by Pippin
There is actually very little difference internally between the D3 and D4 but a lot more power and torque. I wonder if the cranks are actually different? It has an unenviable job of delivering all that power.
The D4 with 8 speed and minor engine revisions is further optimised from D3 for driveline smoothness.
LR Time on YouTube explains this all well in recent D3 vs D4 comparison.
Weight of the vehicle is definitely a factor in biasing incidents towards LR vehicles.
Lots of engines in a similar V6 configuration that put out a lot more power that don't have these issues, the crank is simply not up to the task or poor manufacturing or both.Quote:
Originally Posted by PerthDisco
Yes agreed,after looking at that vid,and and reading a heap about the failures,it boils down to poor design.Quote:
Originally Posted by DiscoJeffster
With a bit of luck thrown in as well,as to which engines fail.
The problem is also too difficult to rectify,without major and probably uneconomical changes to the engine,so the manufacturer just continued on using the engine for quite a few years.
Failures also happened in the D3 2.7 which had a lot less power and torque,but strangely never happened in the 2.7 D4.
The weight would also be the probable reason the Territory didn’t have the issue,although some have failed in the D5,which is quite a bit lighter than D3/4.D5 only ran the 3.0L,which has now been dropped and replaced with an Ingenium LR designed 3.0L.
In the You Tube commentary, Billy Phillips noted that 2018 D4s received a forged crank, made by Ford for the F150. Failure rate is not discussed, however, there was an opinion this forged crank is stronger than the cast version in used previous D4s.
Would it be possible to retrofit a new F150 crank to to a MY13 D4?
Would the group have an an idea on costs for a job like this please?
Thank you and best wishes,
Jeffoir
Ive also seen that the difference with D4s is a bigger bore and different head combustion chamber shape to eek out a tiny bit more displacement (plus another turbo) so I wonder if the cranks are identical between D3 and D4?Quote:
Originally Posted by Jeffoir
If so the F150 would be good option for rebuilders
The Stroke is different on the 3.0 ltr so no the cranks are not the same. NickQuote:
Originally Posted by PerthDisco
I doubt that it happened but if it did then those D4s also have the block out of a F150.Quote:
Originally Posted by Jeffoir
The journals on the F150 Powerstroke are larger that the LR 3.0 so the block is different and possibly the conrods - whether a LR3.0 block could be machined to take the Powerstroke crankshaft I dont know, but as standard it does not fit.
D4 finished mid 2016, there were no 2018 D4's.Quote:
Originally Posted by Jeffoir
D5 also had failures of the V6,so i doubt there were any changes.