Thread: 3.0 TDV6/SDV6 higher mileage bearing failure theory

Originally Posted by Graeme

Knowing the history of my son's 300+ km D4 and the circumstances surrounding it's bearing failure where it appears that a big-end has siezed on the crankshaft and looking at information of some other bearing failures where the crankshaft was still intact, the suspicion is that the main bearings become so worn that inadequate oil pressure is provided to the big-end bearings which results in a big-end bearing siezing to the crankshaft.

Ford used a heavier duty bearing material in the updated 3.0 for the F150 because the LR/PSA bearing material was considered inadequate for the 3.0 in a heavy, hard-working vehicle. The lower power and torque output of the 2.7 may also be the reason why the 2.7 doesn't seem to suffer bearing failures to the same extent as the 3.0.

I thought that seized bearings was felt to be big the end shells rotating & cutting off the oil supply.
I read that there are no tangs on the shells to stop rotation but I've not looked into it any further. I was running 2 diesel Territories, so interested, but it was not a problem with the Terri.
2.7 and 3.0 Td V6 Crankshaft Bearing Failure known manufacturing fault

I also saw something about the radius ground at either end of the crank journal being the problem with broken cranks.




Colin

Big-end shells slipping doesn't cut off their oil supply because the oil is from the crank, so they must bind to the journal due to no lubrication.
Kings bearing sets are the same part number for the LR 2.7 and 3.0 and the F150, noting that the Kings conrod upper bearing material and the mains lower bearing material is their extreme load rating material.

Originally Posted by Graeme

Big-end shells slipping doesn't cut off their oil supply because the oil is from the crank, so they must bind to the journal due to no lubrication.
Kings bearing sets are the same part number for the LR 2.7 and 3.0 and the F150, noting that the Kings conrod upper bearing material and the mains lower bearing material is their extreme load rating material.

Doesn't the oil supply come from the crank through a hole in one of the shell bearings like any other plain bearing engine ?

Colin

I thought the Territory motors despite being the same, are not actually built the same and that Ford were not at all impressed by the Land Rover build. I have this feeling that Winaje (Will Church from back in the D2Au days) may have actually replaced his D3 motor with a Territory motor years and years ago.

A friend who is/was working for JLR was also saying the LR TDV6 have to be serviced on the dot, and absolutely never late.

The other question which I'm starting to have, is that I'm hearing the LandCruiser 300 TDV6 are also blowing up, and there are a number of contributing factors, but a big one seems to be running 0-30 oil as specified by the factory, whereas it seems 0-40+ isn't an issue.

Stabbing in the dark and no doubt it has all be discussed before - none of it fixes your sons D4!

[QUOTE=Slunnie;3237486]I thought the Territory motors despite being the same, are not actually built the same and that Ford were not at all impressed by the Land Rover build. /QUOTE]

Land Rover never built any of the SDV6/TDV6 engines, they were all built by Ford at the Dagenham factory in the UK and supplied to Jaguar, Citroen, Peugeot and then Ford Australia. It was only when the engine was to be fitted to US Ford vehicles that Ford attempted to fix the Lion engine.

Originally Posted by gromit

Doesn't the oil supply come from the crank through a hole in one of the shell bearings like any other plain bearing engine ?

Colin

Oil enters the crank through the bearing shell on the main, which then flows up the hole in the crank. This flows through to the hole in the big end, so there is no way for a spinning big end to cut the oil supply off. If the main spins it's a different story entirely.

There's no condition that would cause a main's upper slipper to bind to the journal to rotate and block the supply hole that wouldn't have already caused a big-end to run dry and grab. Worn mains or a loose main cap could deprive the supplied big-ends of adequate oil but the mains would still be supplied with oil which would prevent binding.

Originally Posted by Slunnie

Stabbing in the dark and no doubt it has all be discussed before - none of it fixes your sons D4!

If the inspection of Justin's bearings reveals significantly worn mains then at least others might be prompted to have their bearings replaced with more appropriate bearings before a failure occurs. I'm quite impressed that Kings use their extreme load material in the upper conrod and lower main slippers for the LR(PSA)/F150 bearing sets, especially considering that the F150 engineers specified a more robust bearing material than that specified for the LR engines.