A local LR specialist diagnosed uneven running and lack of turbo boost as being a cracked inlet manifold. Sadly, it was the right-hand bank - which meant a fight to the death with injector no. 4.

I have got the manifold on the bench and I can't see a split. Assuming the diagnosis is correct, where do these manifolds actually split ?

Before you ask, I resorted to removing the ABS pump to give more room and then cutting out a 1" square from the chassis rail. I will weld that piece back in afterwards so that nobody will actually know - apart from you of course.

Lifting the engine with a jack a few degrees on each side gives enough room to remove the back injectors

&list=PLrcJFwySU4nQ0-9IEqEQlnhKhtN9C3Z73 2007 TDV8 VSE
2003 TD6 gone.
2002 P38a gone
1999 P38a gone
1997 p38a gone
1993 VSE gone
1992 VSE gone
1966 Series 2a with V8 conversion gone

Like others before me, I have failed to find the bolt at the top of the engine mount on the right hand side. The left was easy, but I could neither see nor feel the bolt on the right. Even with the plastic moulding behind the suspension strut removed and an opening revealed to the side of the engine, I still could not solve the problem. As some seem to have been able to access this bolt, I am beginning to think that not all 3.6L TDV8 engines are the same.

For the OSF engine mount I did have to resort to a bit of ‘metal work’

Click image to enlarge

A close up you say….?!

Click image to enlarge

Giving the inner wing seam a bit of a pummelling and you will be able to get a spanner on it. 2007 Range Rover Vogue 3.6 TDV8

I've just seen the bolt for the first time - through the tiny gap between the engine subframe and the chassis rail. On another forum, I've seen somebody using a home-made crows foot with about a 3" offset. On balance, I think my approach with the angle grinder, taking a 1" square out of the chassis rail is the neatest and quickest approach. I did have to take out the ABS pump to make room for the angle grinder, but I think I would have taken it out anyway, just to get better access to the injectors.

Still waiting for ideas on where these manifolds actually split. I presume it must be along the weld line where the two parts of the manifold are joined together. Perhaps the split opens up when the turbo pressure builds up. Any thoughts ?

The independent who I use mentioned to me that the pressure that builds can really make them bulge! You might not even spot the split - high pressure smoke test might help reveal more?

Also difficult to reseat the EGR valves - would recommend you replace the o rings on these. 2007 Range Rover Vogue 3.6 TDV8

Looking at the rigidity of the plastic mouldings, I really can't see them bulging with pressures as low as those from a standard turbo. If there is a weakness, it is likely to be where the separate moulded parts are bonded together. As you say, a high-pressure smoke test would confirm, but the chap who did the diagnostics seemed absolutely certain.

My local specialist made a strong recommendation that, whilst I was at it, I should delete the EGR link. I read recently of a chap who, when he installed the EGR delete kit, found the engine running badly with the EGR valves still connected. When he disconnected them, the engine ran well. So I have left mine disconnected. I should know by the end of tomorrow how well it runs.

If yours is a 3.6 then there is absolutly no problem with blanking the egrs, no errors will show. You can then get them mapped out if you wish but not necessary. The 4.4 is a different kettle of fish 2007 TDV8 VSE
2003 TD6 gone.
2002 P38a gone
1999 P38a gone
1997 p38a gone
1993 VSE gone
1992 VSE gone
1966 Series 2a with V8 conversion gone

B100 wrote:

If there is a weakness, it is likely to be where the separate moulded parts are bonded together. As you say, a high-pressure smoke test would confirm, but the chap who did the diagnostics seemed absolutely certain

My LH manifold split in front of the front donut connector hose. No visible gap, just a light misting of oil.