2.4L PUMA

[mike_beecham]

Hi All
I'm sure there is a thread relating to the various issues + fixes for 2.4 PUMAS.

I am looking at a 2008 130 with 15,000kms... (15,000 yes).

Just want a good idea of the various issues that would now be well-known.

If someone can post link to a thread or provide some info here - that would be marvellous!

Thanks,
Michael

[MLD]

Engine wise the 2.4 is pretty good. Not prone to overheat or have problems in any catastrophic way. Being an alloy head it will crack if overheated but that's the same as any alloy head.

The intercooler hose rubs on the steering arm so check that. Zip tie it out of the way. The recall replacement hoses are not a proper fix and still need to be tied up to ensure no rubbing.

The output shaft on the gearbox could be one of the dry spine engineering genius ideas from JLR. Ashcroft make a replacement shaft that is self lubricating.

The rest of the complaints are common to any defender. Worn drive flanges, poorly set up rear diff, cooked noodle like steering arms, water ingress, dust ingress and the list goes on and on.

engine wise my MY10 has been reliable (save for a suspected cracked head that i've lost concern about. the symptoms are no longer there)

MLD

[mike_beecham]

Thanks for that. They are the few things l heard of.
Im onto the Ashcroft solutions.

Thanks again.

[DiscoMick]

Check if the fuel filter near the driver's side rear wheel behind the guard has been replaced. If not, replace it immediately. They often get overlooked.

[DefenderSte]

Aside from the usual general wear and tear....

The only issue I've really had with mine is a new clutch plate at 100,000k's and the vacuume oil pump replaced at the same time......

[DiscoMick]

Yes, the Puma engines and gearboxes have been flogged around the world in Transit vans and 4WDs, so they seem pretty bullet-proof. And the Defender itself is very well tried and true.

[FV1601]

There was a fair bit covering the Puma Defender in this thread:
Defenders for newbies
Rich.

[POD]

Hi Mike. I'm just on the other side of Drouin from you and you have no doubt seen my 130 around. 2009 2.4. It has now clocked up 210,000km, had 120k on it when I bought it.
I was a bit concerned about the increased technology but after this many km I would drive it across the continent tomorrow with no concerns.

2 issues I have had related to the engine; one of the wires to the turbo wastegate actuator was installed under tension and fractured internally where it enters the plug on the actuator. This caused limp mode intermittently and would have bee very difficult to track down without the nanocom.

The PCV or VCV ('pressure'/'vacuum control valve') on the injector pump can get sticky causing rough idle and occasional stalling, replacement requires resetting by a specialist. The diesel specialist in Warragul, past the saleyards, are a Denso dealer and did this for me with no fuss whatsoever. They also checked my injector flows and reported that everything seemed in excellent nick after just over 200,000km.

I've just overhauled the transfer case and sleeved the intermediate shaft, the oil leak there probably affects 90% of LT230 boxes so definitely not a puma-specific problem. Biggest job I have had to do on the vehicle.
The intake system downstream from the turbo gets a bit oily and the MAP sensor needs a little squirt with carby cleaner occasionally. A catch-can would cure this permanently but it has not made it anywhere near the top of my 'to do' list yet.

[jackdef90]

Hi Mike. I'm just on the other side of Drouin from you and you have no doubt seen my 130 around. 2009 2.4. It has now clocked up 210,000km, had 120k on it when I bought it.
I was a bit concerned about the increased technology but after this many km I would drive it across the continent tomorrow with no concerns.

2 issues I have had related to the engine; one of the wires to the turbo wastegate actuator was installed under tension and fractured internally where it enters the plug on the actuator. This caused limp mode intermittently and would have bee very difficult to track down without the nanocom.

The PCV or VCV ('pressure'/'vacuum control valve') on the injector pump can get sticky causing rough idle and occasional stalling, replacement requires resetting by a specialist. The diesel specialist in Warragul, past the saleyards, are a Denso dealer and did this for me with no fuss whatsoever. They also checked my injector flows and reported that everything seemed in excellent nick after


just over 200,000km.

I've just overhauled the transfer case and sleeved the intermediate shaft, the oil leak there probably affects 90% of LT230 boxes so definitely not a puma-specific problem. Biggest job I have had to do on the vehicle.
The intake system downstream from the turbo gets a bit oily and the MAP sensor needs a little squirt with carby cleaner occasionally. A catch-can would cure this permanently but it has not made it anywhere near the top of my 'to do' list yet.

Service it every 10k, Clean the sensors regularly and give it good fuel, shell or bp and the 2.4 is great. Other than that spend a bit of money on cheap insurance hd drive members (hd rear axels if you've got the money as I did), egr blank, decat, and it's as bulletproof as any other Land Rover. Don't believe everything you read on forums people generally only post if something is wrong.
Mine has been as reliable as any other 4x4 I've owned.

[mike_beecham]

Hi All
The 130 l am looking at is an August 07 build. So its one of the first of the PUMAs. My main concern is that as it has only done 15,500kms...any issues that might occur (like transfer case, clutch etc) wont have surfaced by now? A mate of mine had the same build and he had some major issues at about 50,000kms.

I have asked the seller for a list of warranty work done by LR.

Michael