Some time ago, I ordered a Mahle oil filter for my 3.0 TDV6 L405 from Amazon, only recently to find it was the wrong one OX 153/7D2 i.e. suitable only for SDV8 4.4 V8 engine
So, I ordered the correct part this time and when it arrived, was surprised to see the V6 filter OX 776D is taller and also of greater diameter than the MAHLE SDV8 filter.
You would think the V8 engine with greater oil capacity and more cylinders, would have say a 20% larger filter than the V6 but in fact it seems to be the other way around?
Any ideas as to why this should be so, and have I really got my facts right?  “If it ain’t broke, don’t fix it” -where’s the fun in that?

Surprised to hear this Gremlin, I agree you would think it would be the other way around! overfinch modified

Yes, that's right Gremlin and something I've thought about previously.

Similarly, by comparison to both the 3.0 and 4.4 JLR/Ford engines my wife's 2.0 BMW filter is huge. Kev

2014 L405 RR Vogue SE 4.4 SDV8 in Corris Grey
2010 L320 RRS HSE 3.0 TDV6 in Stornoway Grey

Has it always been bigger? were the earlier TDV6 engines fitted with a smaller filter that was later quietly upgraded by JLR in an effort to reduce the number of crank failures?
Purely speculation on my part - I have NO evidence to suggest this is the case.

No. It's always been the same on the 3.0 since the engine came out in 2009. There was a change in the filter and associated housing design when the 2.7 was partially re-designed to form the 3.0. Kev

2014 L405 RR Vogue SE 4.4 SDV8 in Corris Grey
2010 L320 RRS HSE 3.0 TDV6 in Stornoway Grey

The larger filter is needed to absorb the bits of crankshaft, bearings and rings 😂➡️ 2021 L405 Vogue SE 4.4 V8 DIESEL ~ #17

Vogue wrote:

The larger filter is needed to absorb the bits of crankshaft, bearings and rings 😂➡️

 “If it ain’t broke, don’t fix it” -where’s the fun in that?

cass wrote:

Nonsense - It's all a myth, there is no problem with the crankshafts apparently

This is a discussion about Oil Filters, not crankshafts?

The implications for SDV8 engines with less than significant oil filters may or may not be important!

Indeed are either filters adequate?

Perhaps they are, given my 16000=4000 mile service intervals! “If it ain’t broke, don’t fix it” -where’s the fun in that?

From my basic understanding, the 6 engine was designed for smaller engine bays and even transverse fitting, it has a smaller number of main bearings for the crank shaft than the 8 engine.
The main journals on the 6 engine are not as wide as those on the 8, thus the 6 engine main bearings and bearing caps are under greater load for a given area, heat transmission is also a factor from a smaller surface area, hence the need for a higher oil pressure and/or greater oil flow, thus a larger oil filter element.

Not exactly a detailed answer but just trying to cover the basics, obviously there are other factors.

As a marine engineer, I did start researching crankshafts / design / materials / oils......that was a crankshaft internet rabbit hole I fell down that cost me a few hours of my life which I won't get back I would advise other members not to do the same, I even ended up reading up on harmonics relative to crankshafts, and harmonics is a complete bloody science in itself, then you get to finite analysis Another science. It's far easier to be a luddite.

So it seems that my comment about being crank related wasn't far away.
It could only be JLR - picture the meeting "Chaps it seems our new engine is a bit fragile we should develop it a bit more. No stick a bigger oil filter in and keep our fingers crossed"
Sadly I can picture that happening at JLR but not in a Japanese company.

Some never pass up an opportunity …