That's both fascinating and worryingly convincing at the same time.
I didn't know I'd become that interested in crankshafts

I found it interesting as well … The designers clearly had concerns about the design from the outset. Such a shame it would appear to have tarnished the reputation of the engine, as by all other accounts it’s a good unit and suited to the vehicles it goes in. V8 or else ...

knwatkins wrote:

knwatkins wrote:

The main issue is down the fundamental design of the bottom end to support a transverse mounting arrangement for installation into the Citroën C5, Citroën C6 and Peugeot 407. This leaves the crank web or cheek to contain less mass than what would typically be present in a robust design.

Coincidentally, the following video has been posted by LR Time today. If you skip to around 16 minutes, this is discussed. Worth a watch if anyone is interested.

Mikey wrote:

JLR wanted the whole engine to be 2" longer due to concerns about the crank

PSA said no, as it then wouldn't fit the transverse cars. Being owned by Ford, JLR had no choice in the matter


Allegedly...

Well I’m on my 4th V8 Diesel - no issues whatsoever with the engine, no oil dilution and no DPF issues at all. We’ve also had several Discovery TD5’s from new - again no issues whatsoever. The only RR engine I have had issues with was the VM diesel fitted to the classics - again bought new and serviced by LR. Other members of the family have had failures with the V6 Diesel - again MD serviced. That’s my experience and I’m on my 17th RR. 2021 L405 Vogue SE 4.4 V8 DIESEL ~ #17

Having owned Landrovers in the past the VM diesel was my first experience of Range Rovers. I was told by my local Indie that they were basically a marine engine and the nearer to the sea bed the better. Seriously though it was a powerful and reasonably quiet engine, when it was running. When I got bored with pieces flying off it and constant challenges I replaced it with a 300 Tdi. Had 4 FFs since but I still look back with affection on the Tdi. 250k miles and never a broken crankshaft.🤔

There’s a ton of reasons to change the oil at 5k miles/8k Km.

Fuel dilution (particularly from regens), abrasive soot/etc, oil shearing.

On the last point, I’d highly recommend a good C3 oil on these vehicles. Much more protective to bearings than what LR specs.

I am running 5W40 C3 oil in my TDV6 and changing every 6k miles / 6 months whichever occurs first. I know there are plenty or views on the 5W30 v 5W40 debate but after looking in detail at the argument that was my conclusion. The proof will be in the pudding as to whether my engine lasts longer, doesn’t suffer crank failure (although that is still not proof it was all due to the oil choice).

I think the main issue is that Ford ‘improved’ the crank when fitting it to their pickups in the US, so that tends to point to them acknowledging there was a design issue as opposed to a manufacturing issue. Ford also specified 5W40 for arduous use conditions.

The tdv6 being used in the Volkswagen Amarok is still snapping cranks. So not enough to solve it!

ash83 wrote:

On the last point, I’d highly recommend a good C3 oil on these vehicles. Much more protective to bearings than what LR specs.

It is not so much the ‘wrong oil’ but one that is designed to achieve fuel efficiency targets but potentially at the cost of engine longevity.

As mentioned previously, Ford recommend a 5W40 oil for arduous conditions or where bio diesel blends are used.

cass wrote:

ash83 wrote:

On the last point, I’d highly recommend a good C3 oil on these vehicles. Much more protective to bearings than what LR specs.

I'm curious, Why would any manufacturer recommend the "wrong" oil?

That’s interesting and makes sense

and yes fuel economy is likely a reason too.

Here's another one!

https://www.facebook.com/groups/6269149741...357124165/ 2018 SE SDV8 4.4 Byron Blue