New Engine or Reconditioned Engine

Quote:

---

Originally Posted by Slunnie

I hear the LC V10 is a collectors item! :lol2:

---

There are 8 in the engine,and one in each DPF [bighmmm]

Forgot to mention that as it does confuse some[biggrin]

Quote:

---

Originally Posted by shack

I'd certainly kick up of they charged me for 10 injectors on my V8...

I know it's just a mistype.. But I thought it was funny

I was also told dealers for some brands are now charging $180-$190 per HR for labour... That cannot be correct can it?

---

No mistype,see my post above.[biggrin]

LR charged me $220/hr in 2012,i hate to think what they charge now.

The local Tojo dealer charges us $160 Hr,which i dont think is too bad,probably something similar to an LR Indie.
Synthetic Castrol DPF engine oil,5W/30 from the local Tojo dealer is cheaper today, than LR charged me for the cheaper non DPF Castrol 5w/30 oil,in 2012.

After those efforts from LR,i didnt go back,except for warranty issues,and there were a few of them.I only had the D4 serviced by them once,because it was in getting warranty work done.

Quote:

---

Originally Posted by scarry

There are 8 in the engine,and one in each DPF [bighmmm]

Forgot to mention that as it does confuse some[biggrin]

---

Back in my box! :lol2:

There you go, is that to burn out the DPF?

Attachment 180584

Quote:

---

Originally Posted by Slunnie

Back in my box! :lol2:

There you go, is that to burn out the DPF?

Attachment 180584

---

There is always something to learn[biggrin]

Yes,inject fuel, heat it up to burn off.

What happens with these is the injectors get corrosion on them.
Then they overfuel and clog up the DPF's,which then have to be replaced.
The other parts are replaced,different from original, so it doesnt happen again,EGR,coolers,etc,also software upgrade.
I dont know exactly why it happens,some say something to do with moisture when the engine cools off,maybe condensation?

One thing i do know is they downloaded info from the ECU and sent it to the manufacturer before the repairs were authorised.
The ECU records a lot of info about how the vehicle is driven,etc.
If the vehicle had been modded or tuned,they would not have covered the repair.

Quote:

---

Originally Posted by scarry

There is always something to learn[biggrin]

Yes,inject fuel, heat it up to burn off.

What happens with these is the injectors get corrosion on them.
Then they overfuel and clog up the DPF's,which then have to be replaced.
The other parts are replaced,different from original, so it doesnt happen again,EGR,coolers,etc,also software upgrade.
I dont know exactly why it happens,some say something to do with moisture when the engine cools off,maybe condensation?

One thing i do know is they downloaded info from the ECU and sent it to the manufacturer before the repairs were authorised.
The ECU records a lot of info about how the vehicle is driven,etc.
If the vehicle had been modded or tuned,they would not have covered the repair.

---

Thats a really interesting system in doing all of that. I hadnt heard of it. I don't think my Audi does that when it has a DPF burn off.

Thanks!

Quote:

---

Originally Posted by 101RRS

Maybe LR should take note of Mazdas customer service.

My brother has a 2013 Mazda 6 diesel - he bought it a couple of years ago with 50,000km and it now has 210,000km. Not sure of the exact details but these engines pump raw fuel into the DPF to burn of the carbon etc but the engine has a design fault and the fuel can sometimes find its way into the sump - the car has a sensor to pick this up. Anyway the car was being driven to work and the engine failed due to poor lubrication caused by fuel dilution of the oil - the sensor had failed.

Car is now in with Mazda getting a new engine $10K-$15K - no cost to my brother - as I said this is on a car with 210,000km and was bought as a second hand vehicle.

A pity LR did not have the same customer service ethic.

Garry

---

While LR don't seem to have the same customer service ethic, some of their engines do have the same sort of fault....Early Service/Oil Dilution - JLRP00100 | Evoque Owners Club

I believe if the oil dilution problem goes unnoticed it leads to premature camshaft wear.

Quote:

---

Originally Posted by RANDLOVER

While LR don't seem to have the same customer service ethic, some of their engines do have the same sort of fault....Early Service/Oil Dilution - JLRP00100 | Evoque Owners Club

I believe if the oil dilution problem goes unnoticed it leads to premature camshaft wear.

---

Yep, diesel doesn't do that good a job in an oil sump

Was speaking with Ryan from Turbo Technics UK recently (produce remanufactured turbos for JLR, among other things) on another matter who was saying they were almost out of core for the ingenium engines due to ridiculous amounts of fuel dilution failures.

Quote:

---

Originally Posted by Slunnie

Thats a really interesting system in doing all of that. I hadnt heard of it. I don't think my Audi does that when it has a DPF burn off.

Thanks!

---

Many European vehicles use a different system,but can lead to oil dilution.

I cant remember exactly how it works,google wil probably help[biggrin]

Quote:

---

Originally Posted by scarry

Many European vehicles use a different system,but can lead to oil dilution.

I cant remember exactly how it works,google wil probably help[biggrin]

---

So the simpler version is to simply pump fuel in late in the cycle so it flows out in the exhaust stroke, flooding the exhaust, increasing exhaust temp and the burn off. This is much like what anti-lag did on turbo cars - pump fuel late in the cycle when you come off throttle and that fuel ignites into the exhaust spooling the turbo and making wonder pop pop sounds.

As you suggest though, this excess fuel that is designed to assist the burn off for the DPF also runs back into the cylinder and then past the rings into the oil. Now we have the issues of fuel dilution.

Toyota’s idea avoids that by providing fuel where needed, but clearly didn’t anticipate the variances of the exhaust environment.

I must confess that I'm very bewildered re the comments that the 3.0 litre engine appears to be some sort of pariah when it comes to reconditioning (in most cases after a "crankshaft" failure).

I have no experience whatsoever with this engine apart from servicing mine, however looking at the Parts illustrations and from my general reading of associated literature, it seems to me that it is not a complex nor sophisticated engine by any stretch of one's imagination!

I've successfully rebuilt FORD Cosworth 4 cyl FVA/BDA/BDG engines, 1950's Bentley 6 cylinder engines which are far more complex than the FORD Disco engines, AND ( and this is my main point!) using a local Hobart engine reconditioning business to do such jobs as tunnel boring/checking, cylinder boring etc.

I fail to understand why the 3.0 engine is causing grief to Repairers.
Maybe they are not checking bearing crush which I would imagine is very important in such an engine which doesn't use bearing shell locating tabs?

Why should a Disco engine be such a problem to overhaul?

Considering the original Service Bulletins are only concerning the rotation of the bearing shells causing the oil supply to get blocked, thus in some cases causing the crankshaft to instantly seize then possibly break; surely the replacement of the c/shaft, check tunnel bore, replace bearings etc etc will suffice?

As far as I am aware there has never been any mention by LR of "bad" crankshafts. It has only been surmised and proclaimed by the Forum Experts, not by LR.

My 2013 has just clocked 173,000. In the event I draw the short straw and have an engine failure up to or around 250,000, provide the engine block doesn't get irrepairably damaged I will simply get a new crankshaft from LR, and "do" the bottom end with new pistons/rings. The heads will remain untouched as that part of the engine appears to have a good 'record'.

Or am I missing something? [bigwhistle]