The early V6 ones have an M14 crankshaft pulley bolt, the improved ones have an M16 pulley bolt, so easy to check when you view a potential purchase. I’m happy to be corrected, as I don’t remember that source of information? I thought it must be on here somewhere……  “If it ain’t broke, don’t fix it” -where’s the fun in that?

IIRC the M14 bolts were D3/L320 TDV6. I'm pretty sure that my MY10 3.0 D4's bolt was 16mm. (now confirmed from Microcat 2012 LR013377)
I understand that Gen 2 engines have tabbed bearing slippers which were fitted to the F150 engine from the outset so perhaps Gen 2 engines also got the F150's updated crankshaft.

We've a Gen2 in just now, with a failed crank.

Serviced every 8k miles, meticulous service history, still failed

The fundamental issue with the V6 is it's a 6 cylinder engine squeezed into a 4 cylinder size block and crank so no amount of updates to internals, service intervals or oil grades are going to totaly resolve the issue of 'waffer' thin webs beween the crank bearings and big ends. The only geniuine solution to this issue is to buy a V8...... 2012 TDV8 Vogue (L322)

Mikey wrote:

We've a Gen2 in just now, with a failed crank.

Serviced every 8k miles, meticulous service history, still failed