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
Bookmarks