Thread: D4 Engine types - interoperability

Originally Posted by Tombie

This ones interesting...


There are memos on failures by LR - so it is noted.

Personally - keep the coin in a bank account, it will go a long way to maintaining the vehicle should something go wrong.

Go over servicing - especially transmission, engine etc upon collection should be a priority.

Thanks for that! Yes I did wonder if the crankshaft issue was officially noted with a recall etc. Would be interesting to hear what they say. Probably impossible to find out until you actually claim.
Just getting a bit worried about the cost of an engine failure in comparison to a few thousand on the warranty insurance.

Is there a fix/upgraded crankshaft to be used in rebuilt engines? Or would I just end up sitting on the same (but more expensive than 2nd hand) time bomb?

Further to the above; was there a point in time that Land Rover recognised that there was a problem with the design of the crank and changed the design?

Originally Posted by Ceebrady

Further to the above; was there a point in time that Land Rover recognised that there was a problem with the design of the crank and changed the design?

No. There is no problem

Originally Posted by DiscoJeffster

No. There is no problem

Failure rate is still below what is deemed acceptable by most manufacturers.

Originally Posted by Tombie

Failure rate is still below what is deemed acceptable by most manufacturers.

Exactly, right or wrong in our expectations

Originally Posted by Ceebrady

What have people paid for the labour component for an engine change over in the D4?

I have a quote for the labour component at $4300

Originally Posted by Ceebrady

Further to the above; was there a point in time that Land Rover recognised that there was a problem with the design of the crank and changed the design?

Well, yes, I suppose you could get a rough estimate by the release of the two Service Bulletins SSM71816 and SSM72928.
Can assume the problem came to JLR's notice some months prior to their release.

From experience I've had in the earthmoving industry with a major Japanese supplier it would take a few months for:
a) them becoming aware of the problem via their Distributors/Dealers;
b) realise the true significance of the problem (ie, being a major one, and not a "one-off" problem)
c) carry out various tests/examinations/assumptions/conclusions of the faulty parts which they had asked to be returned to them; and then
d) issue the Service Bulletins to their Dealers.

From my memory, must have another read, these JLR Bulletins don't comment re any change of c/shaft design or even a fault associated with crankshaft as such, rather, simply commenting on "incorrect assembly" of bearing shells etc.

It is other persons thinking it is as a result of a faulty crankshaft just because it can snap due to bearing seizure? Am I correct on this point or have I misunderstood something?

One final comment re trying to determine percentages of failures, I don't believe JLR would have any idea of failure numbers worldwide simply 'cos there would be many failures which have never been reported to them due to the car (Jaguar) or LR/RR being out of warranty so owner assumed no assistance forthcoming from JLR and therefore no contact or request made.
An Indie mechanic would not have time nor inclination to privately pursue with JLR on customers behalf and who could blame him as I doubt if they'd talk to him.

JLR's sales of their own new complete engine assys would be their only way of having any idea, whilst most Indie reconditioners would not necessarily purchase their parts from JLR anyway.

You can Google the SB's, or they are in this Forum on a Thread somewhere in a similar Topic. (sorry, am not too literate with computers/forums/finding things, etc!