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No, vehicle is with the dealer and I spoke to LR Australia on Tuesday, it has been assigned to a case manager who looks after the dealer and she said she would speak to the dealer and get back to me.Quote:
Originally Posted by Pippin
Just a waiting game now.
In the meantime a mate has leant me a 2012 Great Wall in place of the Disco, which gets me around but highlights what luxury the D4 is.
But I bet the Great Wall does not have a snapped crank [bigsad]
I hope all your negotiations with the dealer and LR go well [thumbsupbig]
I agree with you there Rick. I haven't see any significant change on my old 2.7 oil samples when comparing 12,000km to 24,000km oil change intervals.Quote:
Originally Posted by rick130
Point taken, however as you say, the sump capacities have increased accordingly.Quote:
Originally Posted by rick130
When Komatsu took their service intervals from 250 hrs to 500 hrs several years ago they increased their sump capacities by around 50%.
Other manufacturers did the same.
Presumably this was to ensure there was more than enough oil to keep oil degredation to a minimum.
I recall the Castrol Rep telling me the oil companies hated these increased service schedules (which are for Marketing purposes) as it places severe demands on the oil.
Severe demand on the oil, and yet the oil samples prove otherwise? More rumour and innuendo.Quote:
Originally Posted by Discodicky
Not at all.Quote:
Originally Posted by DiscoJeffster
Without fail, in my 31 yrs experience, oil samples showed classic cases of the engine oil at 250 hrs was right near the end of its life.
This was prior moving to 500 hr intervals however the results were not much better at 500 hrs even with the increased sump capacity.
Zinc or magnesium (additives) would be almost depleted; iron, and lead, copper would be starting to rise (pistons, brgs, etc)
Silica (dirt) could be rising, sulphur could be up.
Silica is also sometimes used as an additive and it was possible to have the parts per million (ppm) steady, insofar as the silica (as an additive) would be depleting, but the silica (dirt via the air filter) would be increasing thus causing it to remain somewhat steady.
The key point about oil analysis is to monitor the TRENDS over a period of several samples via engine hours/vehicle klms, ie, if the (bad) results such as iron increasing, are trending upwards and thus pointing towards wear or failure of a component.
If sulphur is rising then you might have a weak head gasket or "O" ring somewhere.
There is a lot to oil analysis!
100%Quote:
Originally Posted by Discodicky
Silicon is an interesting additive, used as an anti-foamant.
Sodium, potassium and silica are the ones to watch for coolant, more so than glycol in an oil sample too.
Sump capacity has a major bearing (no pun intended [emoji16]) on oil life.
At the same time as I was able to easily exceed 20k km on TD42T's, 300Tdi oil was toast at 17,500km on the same, premium and bloody exxy full syn oil, as in well past condenmnation limits.
Yet I'm the Tdi was an efficient direct injected engine vs the 'dirty' indirect injected Nissan.
We dropped the oil in the Nissan at 20k as we were in front financially at that point, otherwise the oil was fine to continue on and actually looked better than an older mineral oil were are using during warranty at 5,000km.
Re 26,000km though, as Shane said, his samples in his 2.7 are much the same at 14k as they are at 24k km
To the OP - if we are going off topic just know we are chatting here as moral support. [emoji106]
Speaking of Komatsu service intervals. At a mine site I was supporting in Peru, the reliability engineers working with Komatsu and Cummins were able to get sign off to increase the service interval from 500hrs to 750hrs on the fleet of 930’s based on using the results from oil analysis. Saving over US$1M a year in servicing across the fleet.
At the same time, the average engine life was being pushed from an OEM specified 18,000 hours to a target of 21,000 hours. With a rebuild cost of USD 750K, this was a big cost saving. And this is operating under high loads (fully loaded runs uphill), at high altitude of 4000m, and in a very dusty environment.
All done through condition monitoring.
Amazing trucks and engines- 18 cylinder, 77.6L, 2600kW at 1900rpm. That would be a 77.6 TDV18.
Ironically, and unrelated, prior to this they also snapped a crank in one. That was a USD1.5M warranty claim which Komatsu honoured.
Haul truck loads on the engine are not nearly as bad as you would think. One of my previous employers are running the same engines in haul truck and loaders - cummins QSK60 (60L V16). Engine life in the haul trucks was around the 20,000hr mark - loaders where half that at around 10,000hrs. The loaders engines are derated comapared to the haul truck engine and the engine duty cycle was up around 95% in the loaders (thats 95% of the time the engines where at full noise-full load) where as the trucks was a touch over 50% (i cant remember the exact figures)Quote:
Originally Posted by DiscoDB
All good, an interesting conversation and I'm learning a lot.Quote:
Originally Posted by DiscoDB