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Thread: Buying advice TDV8 4.4 Vogue 2011 - 130.000 km (81.000 miles)

  1. #1
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    Buying advice TDV8 4.4 Vogue 2011 - 130.000 km (81.000 miles)

    Hi there, I am Roel from the Netherlands and looking for the facelift model L322 TDV8 with 4.4 V8 engine from 201 with 130.000 km (81,000 miles) and I found one. This will be my first Land Rover, in the past I owned a BMW 535d E61 Touring (2005) and BMW 740Li E66 (2006). Could anyone advice me what the points of attentions are?

    I have done some research:
    • Time belt and tensioners at which mileage?
    • Intake manifold
    • What about the 448DT Ford engine? Is that a reliable engine?


    Chassis / VIN number start with: SALLMAMJ4CA3610**

    I don't see any issues with the ZF 8HP70 automatic gearbox.
    Can't find much of this model or experiences from other owners...

    Every tip is appreciated!
    Roel

  2. #2
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    I don’t own one. I have a 3.6 tdv8. But everyone who goes to the 4.4 tdv8 loves the motor and transmission. My L322 has nearly 300k km. So that is low km from my perspective.

    If in Europe would need to look for corrosion from winter roads. Otherwise not much. They carried that same motor and trans into the current L405. It sounds a good combo.

    Good luck.
    L322 tdv8 poverty pack - wow
    Perentie 110 wagon ARN 49-107 (probably selling) turbo, p/steer, RFSV front axle/trutrack, HF, gullwing windows, double jerrys etc.
    Perentie 110 wagon ARN 48-699 another project
    Track Trailer ARN 200-117
    REMLR # 137

  3. #3
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    The 4.4 TDV8's single secondary turbo drain pipe was replaced with a twin pipe on the MY14 L405 and is available for retrofit to earlier engines. The fitting is expensive because of the work involved. If not done and the vehicle is driven sedately too often then oil will accumulate in the unused secondary turbo tract which produces plumes of blue smoke when the secondary turbo is eventually used. Some owners won't have the updated drain fitted because of the perceived risk to getting metal into the sump from the drilling and tapping that is required to fit the new drain, but if done according to LR's instructions then it appears to be safe but IMO best left to the professionals.

    An oil leak will eventually develop from where the turbo oil supply pipe attaches to the rear face of the block. Its an easy fix to replace the O-ring but they're not available from LR, only a whole new pipe with O-ring attached. Replacement Viton seals are readily available from bearing/seal suppliers.

    The secondary turbo inlet isolation valve fitted to early engines can be prone to sticking. The updated version doesn't appear to have the problem.

    A gasket in the oil cooler/EGR cooler can leak. Some owners dismantle the cooler and replace the gasket although workshops tend to replace the whole cooler.

    The wires to the tops of the front shocks (CVDs) was upgraded part-way through the 2 year production because the original wires break from fatigue causing an adaptive dynamics fault message to be displayed and the ride gets very firm. A short replacement loom section is available from LR. Broken early wires can be temporarily rejoined.

    PS No timing belts, only chains and the high pressure fuel pump is gear driven.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  4. #4
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    Quote Originally Posted by rar110 View Post
    I don’t own one. I have a 3.6 tdv8. But everyone who goes to the 4.4 tdv8 loves the motor and transmission. My L322 has nearly 300k km. So that is low km from my perspective.

    If in Europe would need to look for corrosion from winter roads. Otherwise not much. They carried that same motor and trans into the current L405. It sounds a good combo.

    Good luck.
    Thats what i have heard indeed. The motor and transmission is very good. We only drive 10k km per year and after owning the RR for 2,5 year I will replace for another. So we do not use the RR very often. Mainly short trips to my girlfriends work. 15 minutes away from home.

    It's true that the newest RR L405 has got the same engine with the same code: 448DT but a little bit more HP: 339 HP.
    Thanks!

  5. #5
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    Quote Originally Posted by Graeme View Post
    The 4.4 TDV8's single secondary turbo drain pipe was replaced with a twin pipe on the MY14 L405 and is available for retrofit to earlier engines. The fitting is expensive because of the work involved. If not done and the vehicle is driven sedately too often then oil will accumulate in the unused secondary turbo tract which produces plumes of blue smoke when the secondary turbo is eventually used. Some owners won't have the updated drain fitted because of the perceived risk to getting metal into the sump from the drilling and tapping that is required to fit the new drain, but if done according to LR's instructions then it appears to be safe but IMO best left to the professionals.

    An oil leak will eventually develop from where the turbo oil supply pipe attaches to the rear face of the block. Its an easy fix to replace the O-ring but they're not available from LR, only a whole new pipe with O-ring attached. Replacement Viton seals are readily available from bearing/seal suppliers.

    The secondary turbo inlet isolation valve fitted to early engines can be prone to sticking. The updated version doesn't appear to have the problem.

    A gasket in the oil cooler/EGR cooler can leak. Some owners dismantle the cooler and replace the gasket although workshops tend to replace the whole cooler.

    The wires to the tops of the front shocks (CVDs) was upgraded part-way through the 2 year production because the original wires break from fatigue causing an adaptive dynamics fault message to be displayed and the ride gets very firm. A short replacement loom section is available from LR. Broken early wires can be temporarily rejoined.

    PS No timing belts, only chains and the high pressure fuel pump is gear driven.
    Thanks for your quick reply. So the the turbo can be a problem. I will check by the local dealer if they can see this RR joined the technical upgrade. Is replacing the turbo of the TDV8 4.4. the same replacement as the TDV8 3.6? What I mean, is it necessary to disassemble the complete engine like the RR Sport 3.6 TDV8? I have red on a local blog that replacing the turbo will cost 2000 euro ($ 2329 us dollar) by a dealer.

    Overall I cannot find negative stories with the facelift of 2011.

  6. #6
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    No, there is no problem with the turbos themselves, only that the original oil drain on the secondary turbo is inadequate if the engine is mostly used only below 2500 rpm which causes an accumulation of oil in the intake that will be burnt producing lots of smoke for 30 seconds or so when the engine is eventually used above about 2500 rpm.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  7. #7
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    Quote Originally Posted by rar110 View Post
    I don’t own one. I have a 3.6 tdv8. But everyone who goes to the 4.4 tdv8 loves the motor and transmission. My L322 has nearly 300k km. So that is low km from my perspective.

    If in Europe would need to look for corrosion from winter roads. Otherwise not much. They carried that same motor and trans into the current L405. It sounds a good combo.

    Good luck.
    The local dealer told me that the intake manifold has been replaced at 125283 km and also the diesel particle filter has been replaced.

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