Land Rovers are the best the disco 4 is one of if not the best Land Rover ever made along with all Land Rovers they are great good engine aswell the SDV6 powerful and very tourqey these cars will last if just basically maintained Land Rovers are the best
One of the best. It can go anywhere, do anything, and it’s all well done. The only problem is the SDV6, not the most reliable even though they can easily last longer than 300k with this crankshaft. The V8 is totally fine.
They are reliable if maintained in line with the service schedule. Problem is as they depreciate, people buy them who can’t actually afford to run them properly, leading to issues.
Almost all of them have not snapped crankshafts. There’s a very small minority that have this issue. Unfortunately the Ford Lion seems to have poor batches amongst its production.
@@trainman665 it's not a very small minority, it is a significant number of them, far more than JLR are willing to admit - and the Discovery is the biggest culprit of the lot. It's not a poor production batch issue, it's a design problem - the crankshaft webs are ridiculously thin.
@ It is a very small amount. 0.2% have been affected. There are hundreds of thousands of these driving around with no problems. Even on the ones that do fail, it is actually normally not a fault with the crankshaft. Poor oil quality leads to inadequate lubrication of the bearings. This results in bearings slipping and blocking the oil ways to the crankshaft. As a result, the crankshafts seize and/or fracture.
Hello, I worked in industry at Gaydon & Solihull during the L319's production cycle. It became apparent to us that some of the earlier Lion units would fail due to the issue you have highlighted, crankshaft snapping. We identified and remedied two failure modes on generation one engine. For the generation two unit which began in 2011, and further the generation three in 2016/7, these issues had been rectified. On generation one, the 2.7-litre badged TDV6, some crankshafts were cast at Dagenham microsopically out of specification which lead to stress failures outside of the perameters we tested. Unofficially, there was talk that some units were also assembled outside of manafacturer tolerences which accelerated these failures. When the generation two unit, badged SDV6, was introduced we were required to implement emissions control technology to meet Euro regulations. You will be aware that one such mechanism is the diesel particulate filter. No combustion engine has a complete and thorough burn and uncombusted particulates will exist. The DPF is designed to capture these particles and forcefully combust them from five to six hundred degrees celsius. The DPF is warmed by exhaust gasses. For a diesel engine, the Lion is impressively efficent, so the DPF would not likely reach 'operaring temperature' if the engine is not ran for as-long, or as-fast as required. Amongst other engine management steps taken, such as closing the EGR valves, we would have to ask the injection system to supplement more diesel into the cylinder on the exhaust stroke with the objective of the diesel fuel being exhausted into the DPF and combust, warming the DPF. However, this process is not one hundred percent exact and some diesel fuel remains in the cylinder. Miniscule amounts of diesel fuel will breach beyond the piston rings, into the crankcase and oil sump, diluting the engine oil with diesel fuel. Whilst diesel fuel is a lubricant, it is not a sufficent engine lubricant. We tested up to eight percent diesel dilution to be safe, but roughly four percent is regarded as acceptable in the industry. I understand that the engine management computer is aware of what quantity of diesel fuel is expected to dilute the engine oil per forced DPF regeneration cycle, records the number of DPF regeneration cycles, and advises the driver to service at a calculated 7% dilution. Ignoring this recommendation would result in inadequate engine lubrication, and bearings became known to spin either under load or at start-up, as the diesel fuel content in the engine oil rendered it inadequate. The generarion three unit, from 2016, with AdBlue, had improved engine management software algorithms and various hardware alterations to support the higher power output and remedy oil dilution based failure modes. Ahead of my depature, we had not long stopped placing the AJD-V6 in all vehicles across our range. Our analysis uncovered that the units in our saloons cars were the least reliable. We concluded this was in relation to driver behaviour and practices. We did not find any relation between the higher and lesser power output units and their reliability. It was a decimal percentage of all units sold that failed. Controversially, minus good-will gestures, there will never be any formal compensation as following recommended scheduling and excersing mechanical sympathy would have avoided problems. All these years later I still drive my 2015 L319 Discovery 4 which I was fortunate enough to aquire new. My recommendation to anyone who drives a diesel engined vehicle, not just ours, is to run them on premium fuel as additivies contained will clean carbon deposits and promote a cleaner burn requiring DPF cleaning intervention less. Change your engine oil regularly, and have mechanical sympathy - such as allowing the engine to naturally (driving, not idle) achieve operating temperature for 90% of your journeys, seek routes which allow you to keep at or above fourty miles per hour, and if start-stop equipped, either disable the feature, have foresight to avoid it working in vain, and when restarting the engine allow a minimum of .5 seconds of tickover before applying throttle to allow engine lubricants to repopulate and ensure a safe delivery of power. Thank you, the talent, for highlighting such a fantastic vehicle on your show. It was my pleasure to enjoy.
Hello, I worked in industry at Gaydon & Solihull during the L319's production cycle. It became apparent to us that some of the earlier Lion units would fail due to the issue you have highlighted, crankshaft snapping. We identified and remedied two failure modes on generation one engine. For the generation two unit which began in 2011, and further the generation three in 2016/7, these issues had been rectified. On generation one, the 2.7-litre badged TDV6, some crankshafts were cast at Dagenham microsopically out of specification which lead to stress failures outside of the perameters we tested. Unofficially, there was talk that some units were also assembled outside of manafacturer tolerences which accelerated these failures. When the generation two unit, badged SDV6, was introduced we were required to implement emissions control technology to meet Euro regulations. You will be aware that one such mechanism is the diesel particulate filter. No combustion engine has a complete and thorough burn and uncombusted particulates will exist. The DPF is designed to capture these particles and forcefully combust them from five to six hundred degrees celsius. The DPF is warmed by exhaust gasses. For a diesel engine, the Lion is impressively efficent, so the DPF would not likely reach 'operaring temperature' if the engine is not ran for as-long, or as-fast as required. Amongst other engine management steps taken, such as closing the EGR valves, we would have to ask the injection system to supplement more diesel into the cylinder on the exhaust stroke with the objective of the diesel fuel being exhausted into the DPF and combust, warming the DPF. However, this process is not one hundred percent exact and some diesel fuel remains in the cylinder. Miniscule amounts of diesel fuel will breach beyond the piston rings, into the crankcase and oil sump, diluting the engine oil with diesel fuel. Whilst diesel fuel is a lubricant, it is not a sufficent engine lubricant. We tested up to eight percent diesel dilution to be safe, but roughly four percent is regarded as acceptable in the industry. I understand that the engine management computer is aware of what quantity of diesel fuel is expected to dilute the engine oil per forced DPF regeneration cycle, records the number of DPF regeneration cycles, and advises the driver to service at a calculated 7% dilution. Ignoring this recommendation would result in inadequate engine lubrication, and bearings became known to spin either under load or at start-up, as the diesel fuel content in the engine oil rendered it inadequate. The generarion three unit, from 2016, with AdBlue, had improved engine management software algorithms and various hardware alterations to support the higher power output and remedy oil dilution based failure modes. Ahead of my depature, we had not long stopped placing the AJD-V6 in all vehicles across our range. Our analysis uncovered that the units in our saloons cars were the least reliable. We concluded this was in relation to driver behaviour and practices. We did not find any relation between the higher and lesser power output units and their reliability. It was a decimal percentage of all units sold that failed. Controversially, minus good-will gestures, there will never be any formal compensation as following recommended scheduling and excersing mechanical sympathy would have avoided problems. All these years later I still drive my 2015 L319 Discovery 4 which I was fortunate enough to aquire new. My recommendation to anyone who drives a diesel engined vehicle, not just ours, is to run them on premium fuel as additivies contained will clean carbon deposits and promote a cleaner burn requiring DPF cleaning intervention less. Change your engine oil regularly, and have mechanical sympathy - such as allowing the engine to naturally (driving, not idle) achieve operating temperature for 90% of your journeys, seek routes which allow you to keep at or above fourty miles per hour, and if start-stop equipped, either disable the feature, have foresight to avoid it working in vain, and when restarting the engine allow a minimum of .5 seconds of tickover before applying throttle to allow engine lubricants to repopulate and ensure a safe delivery of power. Thank you, the talent, for highlighting such a fantastic vehicle on your show. It was my pleasure to enjoy.
Ive just sold my L663 Defender to buy a 2016 D4 HSE. Really pleased. Land Rover got the D4 right.
It is a future classic. Good choice
Land Rovers are the best the disco 4 is one of if not the best Land Rover ever made along with all Land Rovers they are great good engine aswell the SDV6 powerful and very tourqey these cars will last if just basically maintained Land Rovers are the best
One of the best. It can go anywhere, do anything, and it’s all well done. The only problem is the SDV6, not the most reliable even though they can easily last longer than 300k with this crankshaft. The V8 is totally fine.
with support it can go places, can it come back?
@ it can. Specially when the crankshaft has already been replaced 🤣 with the original one, it may come back, but it also can not ☠️
Hearing dreadful stories about their reliability… especially of late. This also kills their resale value.
They are reliable if maintained in line with the service schedule. Problem is as they depreciate, people buy them who can’t actually afford to run them properly, leading to issues.
Shame that the engine in these is such fragile junk. If it hasn't snapped its crankshaft webs yet - don't worry, it will...
Almost all of them have not snapped crankshafts. There’s a very small minority that have this issue. Unfortunately the Ford Lion seems to have poor batches amongst its production.
@@trainman665 it's not a very small minority, it is a significant number of them, far more than JLR are willing to admit - and the Discovery is the biggest culprit of the lot. It's not a poor production batch issue, it's a design problem - the crankshaft webs are ridiculously thin.
@ It is a very small amount. 0.2% have been affected. There are hundreds of thousands of these driving around with no problems. Even on the ones that do fail, it is actually normally not a fault with the crankshaft. Poor oil quality leads to inadequate lubrication of the bearings. This results in bearings slipping and blocking the oil ways to the crankshaft. As a result, the crankshafts seize and/or fracture.
Hello,
I worked in industry at Gaydon & Solihull during the L319's production cycle. It became apparent to us that some of the earlier Lion units would fail due to the issue you have highlighted, crankshaft snapping. We identified and remedied two failure modes on generation one engine. For the generation two unit which began in 2011, and further the generation three in 2016/7, these issues had been rectified.
On generation one, the 2.7-litre badged TDV6, some crankshafts were cast at Dagenham microsopically out of specification which lead to stress failures outside of the perameters we tested. Unofficially, there was talk that some units were also assembled outside of manafacturer tolerences which accelerated these failures.
When the generation two unit, badged SDV6, was introduced we were required to implement emissions control technology to meet Euro regulations. You will be aware that one such mechanism is the diesel particulate filter. No combustion engine has a complete and thorough burn and uncombusted particulates will exist. The DPF is designed to capture these particles and forcefully combust them from five to six hundred degrees celsius. The DPF is warmed by exhaust gasses. For a diesel engine, the Lion is impressively efficent, so the DPF would not likely reach 'operaring temperature' if the engine is not ran for as-long, or as-fast as required. Amongst other engine management steps taken, such as closing the EGR valves, we would have to ask the injection system to supplement more diesel into the cylinder on the exhaust stroke with the objective of the diesel fuel being exhausted into the DPF and combust, warming the DPF. However, this process is not one hundred percent exact and some diesel fuel remains in the cylinder. Miniscule amounts of diesel fuel will breach beyond the piston rings, into the crankcase and oil sump, diluting the engine oil with diesel fuel.
Whilst diesel fuel is a lubricant, it is not a sufficent engine lubricant.
We tested up to eight percent diesel dilution to be safe, but roughly four percent is regarded as acceptable in the industry. I understand that the engine management computer is aware of what quantity of diesel fuel is expected to dilute the engine oil per forced DPF regeneration cycle, records the number of DPF regeneration cycles, and advises the driver to service at a calculated 7% dilution.
Ignoring this recommendation would result in inadequate engine lubrication, and bearings became known to spin either under load or at start-up, as the diesel fuel content in the engine oil rendered it inadequate.
The generarion three unit, from 2016, with AdBlue, had improved engine management software algorithms and various hardware alterations to support the higher power output and remedy oil dilution based failure modes.
Ahead of my depature, we had not long stopped placing the AJD-V6 in all vehicles across our range. Our analysis uncovered that the units in our saloons cars were the least reliable. We concluded this was in relation to driver behaviour and practices. We did not find any relation between the higher and lesser power output units and their reliability.
It was a decimal percentage of all units sold that failed. Controversially, minus good-will gestures, there will never be any formal compensation as following recommended scheduling and excersing mechanical sympathy would have avoided problems.
All these years later I still drive my 2015 L319 Discovery 4 which I was fortunate enough to aquire new. My recommendation to anyone who drives a diesel engined vehicle, not just ours, is to run them on premium fuel as additivies contained will clean carbon deposits and promote a cleaner burn requiring DPF cleaning intervention less. Change your engine oil regularly, and have mechanical sympathy - such as allowing the engine to naturally (driving, not idle) achieve operating temperature for 90% of your journeys, seek routes which allow you to keep at or above fourty miles per hour, and if start-stop equipped, either disable the feature, have foresight to avoid it working in vain, and when restarting the engine allow a minimum of .5 seconds of tickover before applying throttle to allow engine lubricants to repopulate and ensure a safe delivery of power.
Thank you, the talent, for highlighting such a fantastic vehicle on your show. It was my pleasure to enjoy.
Hello,
I worked in industry at Gaydon & Solihull during the L319's production cycle. It became apparent to us that some of the earlier Lion units would fail due to the issue you have highlighted, crankshaft snapping. We identified and remedied two failure modes on generation one engine. For the generation two unit which began in 2011, and further the generation three in 2016/7, these issues had been rectified.
On generation one, the 2.7-litre badged TDV6, some crankshafts were cast at Dagenham microsopically out of specification which lead to stress failures outside of the perameters we tested. Unofficially, there was talk that some units were also assembled outside of manafacturer tolerences which accelerated these failures.
When the generation two unit, badged SDV6, was introduced we were required to implement emissions control technology to meet Euro regulations. You will be aware that one such mechanism is the diesel particulate filter. No combustion engine has a complete and thorough burn and uncombusted particulates will exist. The DPF is designed to capture these particles and forcefully combust them from five to six hundred degrees celsius. The DPF is warmed by exhaust gasses. For a diesel engine, the Lion is impressively efficent, so the DPF would not likely reach 'operaring temperature' if the engine is not ran for as-long, or as-fast as required. Amongst other engine management steps taken, such as closing the EGR valves, we would have to ask the injection system to supplement more diesel into the cylinder on the exhaust stroke with the objective of the diesel fuel being exhausted into the DPF and combust, warming the DPF. However, this process is not one hundred percent exact and some diesel fuel remains in the cylinder. Miniscule amounts of diesel fuel will breach beyond the piston rings, into the crankcase and oil sump, diluting the engine oil with diesel fuel.
Whilst diesel fuel is a lubricant, it is not a sufficent engine lubricant.
We tested up to eight percent diesel dilution to be safe, but roughly four percent is regarded as acceptable in the industry. I understand that the engine management computer is aware of what quantity of diesel fuel is expected to dilute the engine oil per forced DPF regeneration cycle, records the number of DPF regeneration cycles, and advises the driver to service at a calculated 7% dilution.
Ignoring this recommendation would result in inadequate engine lubrication, and bearings became known to spin either under load or at start-up, as the diesel fuel content in the engine oil rendered it inadequate.
The generarion three unit, from 2016, with AdBlue, had improved engine management software algorithms and various hardware alterations to support the higher power output and remedy oil dilution based failure modes.
Ahead of my depature, we had not long stopped placing the AJD-V6 in all vehicles across our range. Our analysis uncovered that the units in our saloons cars were the least reliable. We concluded this was in relation to driver behaviour and practices. We did not find any relation between the higher and lesser power output units and their reliability.
It was a decimal percentage of all units sold that failed. Controversially, minus good-will gestures, there will never be any formal compensation as following recommended scheduling and excersing mechanical sympathy would have avoided problems.
All these years later I still drive my 2015 L319 Discovery 4 which I was fortunate enough to aquire new. My recommendation to anyone who drives a diesel engined vehicle, not just ours, is to run them on premium fuel as additivies contained will clean carbon deposits and promote a cleaner burn requiring DPF cleaning intervention less. Change your engine oil regularly, and have mechanical sympathy - such as allowing the engine to naturally (driving, not idle) achieve operating temperature for 90% of your journeys, seek routes which allow you to keep at or above fourty miles per hour, and if start-stop equipped, either disable the feature, have foresight to avoid it working in vain, and when restarting the engine allow a minimum of .5 seconds of tickover before applying throttle to allow engine lubricants to repopulate and ensure a safe delivery of power.
Thank you, the talent, for highlighting such a fantastic vehicle on your show. It was my pleasure to enjoy.