2015 TDV6 Snapped Crank

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Originally Posted by Discodicky

And in that respect I see & agree with the point.
To an extent, its not what problems a vehicle gives, its more about how the manufacturer responds to fixing them, and historically JLR gets a 100% FAIL in the pub test!
And its due to the Accountants and senior personnel right at the top being so remote from the coal face they have no concept whatsoever as to the extent the manufacturer's future sales are ultimately affected by bad publicity caused by inadequate support of the product.

However after reading and viewing stacks of material on the engine problems it appears to me that no one has come up with a definite 100% certain reason as to why they fail, and therefore I believe it is being a bit unfair and making a huge call to claim they are a badly designed engine, bad manufacturing etc etc. There are plenty around with well in excess of 300,000 klms which have had no problems whatsoever, so they can't be THAT bad!
.... and why can't the case of excessive klms between oil changes be the ONLY cause??? It's quite feasible.

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The bad design I was referring to was more to do with fitting what is essentially an engine designed for a car and putting it in a vehicle that should have a truck spec engine , and yes this is where those away from the "coal face" have too much say in a big corporate .
I'm sure any engineer worth his salt would have had misgivings about it

Of course that more frequent oil changes are better , but plenty other makes do even longer between scheduled changes without ****ting themselves in the same spot .

Ford now have made a truck spec 3.0 litre while at the same time managing to distance themselves from an inferior Land Rover product ( spin doctor genius right there )

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Originally Posted by discorevy

Ford now have made a truck spec 3.0 litre while at the same time managing to distance themselves from an inferior Land Rover product ( spin doctor genius right there )

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the fords let go as well...

i have 2 customers that have experienced it...

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Originally Posted by discorevy

The bad design I was referring to was more to do with fitting what is essentially an engine designed for a car and putting it in a vehicle that should have a truck spec engine

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While I partly agree with this, it’s not entirely correct. I worked for Audi for over 4 years, and we never had one Q7 fail like this. Yes, they weren’t immune from problems, but the original Q7 was a comparable weight, power, and performance (from a different style vehicle, yes). And with the same 6 or 8 speed ZF behind the engine!

Simply saying the engine is too highly strung for the car is a bit of a cop out. It’s either a design flaw or a manufacturing fault that’s being covered up big time

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Originally Posted by incisor

the fords let go as well...

i have 2 customers that have experienced it...

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Yep the V8 diesels are a known to fail engine in all the big F series trucksters. The body also easily unbolts like a Discovery 3, Discovery 4, I believe its a Ford idea (the body off design, not engine failures).

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Originally Posted by M005

Got someone looking at it next Friday, but trying to move the process on a bit quicker given Christmas is looming.

How could service / oil filter affect it, assuming genuine parts & sufficient oil ?

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It will be interesting to hear the result. Could it be a timing belt or tensioner issue?

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Originally Posted by Pippin

It will be interesting to hear the result. Could it be a timing belt or tensioner issue?

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Not likely on the 3.0 but it is possible.

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Originally Posted by incisor

the fords let go as well...

i have 2 customers that have experienced it...

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Be interesting to know if it's the same spot ,but being under warranty, I guess we wont find out for a while.

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Originally Posted by Pippin

It will be interesting to hear the result. Could it be a timing belt or tensioner issue?

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Oil doesn’t last forever, we all know it ages and breaks down. High temp and loads degrade it further, faster. In a diesel it get saturated with soot (mainly carbon) very quickly too. All significantly affecting the oils ability to do its primary job in reducing friction between moving metal parts.

Changing frequently (10,000km or less) with a high quality and specced oil and doing a pre oil change engine flush every second oil service or so will definitely help in my view...

The top end valve train of these engines are pretty good, excluding the plastic manifolds. Yes if the belt or chains fail its a mess but in the context of this thread (crank failures), there have not been cases I've heard or read about where a top end failure has led to crank failure.

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Originally Posted by Eric SDV6SE

The top end valve train of these engines are pretty good, excluding the plastic manifolds. Yes if the belt or chains fail its a mess but in the context of this thread (crank failures), there have not been cases I've heard or read about where a top end failure has led to crank failure.

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There have been a few on the disco3 UK forum where even a gentle “piston meet valve” event has seen the top end repaired only to be followed later by a bottom end failure. It’s always a risk. If you whack a valve hard enough to damage the valve and/or supporting infrastructure you are bound to introduce a pretty severe shock load to the spinny bits.

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Originally Posted by Discodicky

And in that respect I see & agree with the point.
.... and why can't the case of excessive klms between oil changes be the ONLY cause??? It's quite feasible.

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My 2.7 failed after 270,000KM of being serviced religiously at the scheduled interval, although I will concede that oil breakdown may have had something to do with it. The vehicle had just completed two 800KM round trips with a sheep trailer on the back when it failed, and it was close to needing a service from memory. No, the oil wasn't low [bigsmile1]

Regards,
Tote