There is a Chinese seal that you can find online for the internal unit. The external seals are readily available.Quote:
Originally Posted by Discodicky
I also used the Nissen and it’s was seemingly fine quality.
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There is a Chinese seal that you can find online for the internal unit. The external seals are readily available.Quote:
Originally Posted by Discodicky
I also used the Nissen and it’s was seemingly fine quality.
Yes, Gravy alerted me to that Chinese seal, but its an awful lot of trouble to go to and find its quality is suspect.....may as well buy a new Nissens complete assy and be done with it I guess.Quote:
Originally Posted by DiscoJeffster
It would appear that LR don't supply an internal seal; I'll check with the Hobart Dealer next week.
You’re correct. They don’t because they don’t manufacture the unit or service them.Quote:
Originally Posted by Discodicky
Pretty sure Nissen is OEM supplier to LR? It’s the only brand AF sell. They are like the worlds biggest oil cooler and similar supplier to many manufacturers.Quote:
Originally Posted by Discodicky
Your mechanic friend is obviously a very patriotic FORD fan. [thumbsupbig] [bigwhistle]Quote:
Originally Posted by Bulletman
This problem is very well known and documented and has on many occasions caused extreme problems with mechanics if they take a smidgen too long to change the engine oil. Common fix is to add roughly 20 litres engine oil, get the pressure back, then quickly drain off the excess!. However I recently read of all that being done and more, yet still no oil pressure! Not sure what he did or if he ever overcame the problem. Also on Mazda BT50 with the same engine.
An interesting observation from the LR Time crankshaft assembly video which gives us more clues as to why the 2.7 is prone to spinning bearings.
In the video Christian notes that the main bearing clearance should be between 0.038mm-0.050mm and this is what he achieved with the new bearings.
So this is equivalent to 1.5-2 thou clearance on 2.75inch journal. That is a tight tolerance. Old school rule of thumb is 1 thou clearance per 1 inch journal - so more like 2.75 thou or 0.07mm clearance minimum.
To run tighter clearances you need a couple of things in your favour - such as near perfect crank and engine block geometry and perfectly balanced crankshafts. [emoji848]
You also need to run a lower viscosity oil. [emoji33]
This is typically seen in modern engines which are chasing better fuel economy. The tighter tolerances allow you to run thinner oils and the reduced drag improves fuel economy. Furthermore, the thinner the oil, the smaller the hydrodynamic wedge, less oil flow is needed, and more fuel savings by running a smaller oil pump.
The downside is heat. The thinner the film of oil, the bearing runs hotter, wear can increase, and you make it all easier to spin a bearing. This probably explains why the oil pump flow capacity was updated - to improve bearing cooling.
Implications of this (other than just something to read on a lazy Tuesday).
For new engines, due to the tight clearance tolerances used, the 5W-30 was probably the right oil to start with if changed regularly. But a thinner oil with a bit of fuel dilution from extended oil change intervals and if the engine gets too hot, the oil thins out too much and you can get metal on metal contact which if you are unlucky can spin a bearing.
For worn in motors (outside of warranty), well if we have more bearing clearance it is because we have less bearing metal left and so the thicker 5W-40 oil with more wear protection additives (such as zinc) should be better.
But we just need to be aware that when the oil is cold, the flow rate will be lower, it takes longer to get oil flow and pressure up when you start the engine, this leads to greater wear on cold starts, plus we will also have a lot more drag on the bearing surface as the oil is potentially too thick (when cold) for the tighter bearing clearance, and theoretically this too could all cause a bearing to spin (if you are really unlucky). So keep the revs and engine load low until the oil is warm (should go without saying).
And it is not just the Ford/PSA TDV6 with the problem. The Fiat/Chrysler/VM Motori 3.0 V6 Turbo diesel found in the RAM 1500 also has a “spun bearing club”. Read some of the forums debating why these fail and you would think you are on a Land Rover forum.
Probably why the BT50 nows runs Isuzu gear.Quote:
Originally Posted by Discodicky
A re-badged isuzu.Quote:
Originally Posted by Tins
I was on a drive on Sunday, 3 x TDV6 D3's and 1 x D4 3.0ltr. mine was the only car with its original motor - not a good average.
Indeed, rather than a re-badged Ranger.Quote:
Originally Posted by loanrangie