Think I have joined the broken crankshaft club

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Originally Posted by loanrangie

Is it confirmed that the crank has gone Dave ? or could you be lucky and something else like the fuel pump belt has let go.

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Nothing yet Nick , it is in a one man landrover workshop, and he hasn't phoned today .

I called In last week, bits and pieces everywhere, the D4 seems to be more complicated than the AR 160 tipper i did an engine swap in 1994.

Any updates Dave ?

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Originally Posted by loanrangie

Any updates Dave ?

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Maybe it is a case of no GNUS is good GNUS? A one man band he said, it could take 20 years to get it back.

G'day Nick, well the crankshaft is not broken, but had shifted a few thou south and destroyed the main bearings, or the bearings/ spigot collapsed first. Peter said oil was where it should be, and has no answer.

We are in Portland this evening, on our way to Tassie for three weeks, Mrs. H 's. Kai is not quite the tourer the Landmark was....


Dunno about 20 years Des, but would accept 20 weeks 🤔

Now the question, do I rebuild or wreck?

So sorry for you Mr, must be painful for you
Even if it is a worst case scenario, the block and bolt ons could be saved
they can be rebuilt but if so whoever does the work must ensure the galleries are flushed,
I did a few broken crank engines when I worked for Cummins in the 70s in Newcastle N.S.W
LR Time youtube has a good rebuild vid, failure D4 3L after 40000km
mine is 2016 SDV6 127000
all the best

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Originally Posted by Hogarthde

G'day Nick, well the crankshaft is not broken, but had shifted a few thou south and destroyed the main bearings, or the bearings/ spigot collapsed first. Peter said oil was where it should be, and has no answer.

We are in Portland this evening, on our way to Tassie for three weeks, Mrs. H 's. Kai is not quite the tourer the Landmark was....


Dunno about 20 years Des, but would accept 20 weeks 🤔

Now the question, do I rebuild or wreck?

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not sure bout that, shaft end float is controlled with thrust plates, so they would need to disintegrate first and I 've never seen that scenario
just sold a kia sorrento gt highline, had it for 700km, did not like it, 2.2 td, had a lot of grunt

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Originally Posted by stuarth44

not sure bout that, shaft end float is controlled with thrust plates, so they would need to disintegrate first and I 've never seen that scenario
just sold a kia sorrento gt highline, had it for 700km, did not like it, 2.2 td, had a lot of grunt

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My 3L engine was measured at twice the permissible end float at 230k km. These engines wear thrust bearings and this probably contributes to the failures. I had all my bottom end bearings done including thrust to bring it back into tolerance. 110,000km later, it’s still going.

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Originally Posted by DiscoJeffster

My 3L engine was measured at twice the permissible end float at 230k km. These engines wear thrust bearings and this probably contributes to the failures. I had all my bottom end bearings done including thrust to bring it back into tolerance. 110,000km later, it’s still going.

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, did you change to 5w/4o or stick with 5w/30
we are thinking to install a hoist in the garden, maybe I will do the same, good info and thanks, so weird, it is such a lightweight engine, unless the float was excessive at assembly or the thrusts were of poor quality agreed abt contributing, that bearing metal would circulate until it was filtered out

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Originally Posted by stuarth44

, did you change to 5w/4o or stick with 5w/30
we are thinking to install a hoist in the garden, maybe I will do the same, good info and thanks, so weird, it is such a lightweight engine, unless the float was excessive at assembly or the thrusts were of poor quality agreed abt contributing, that bearing metal would circulate until it was filtered out

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I’m on the 5w-40 Penrite “extra 10” now but not sure that’s any better or worse.
It was quite confronting when you grabbed the crank pulley and pulled it forward and back, how much movement there was.

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Originally Posted by DiscoJeffster

I’m on the 5w-40 Penrite “extra 10” now but not sure that’s any better or worse.
It was quite confronting when you grabbed the crank pulley and pulled it forward and back, how much movement there was.

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me too, with oil
on an 855 cu inch Cummins with shaft over 4 feet long and as a young strong man it was heavy to lift, float was .020, ie twenty thou, an iddy biddy shaft as in v6, well the shaft would no (grow) too much when oil is hot, have not studied the engine but glad i read your post