Worst Diesel Engine on the Planet ? Ford Lion V6 - Land Rover TDV6 SDV6 / S4-Ep6
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- Опубліковано 4 лют 2023
- Is the Ford Lion V6 TDV6 used in so many Land Rovers and French cars the worst Diesel Engine on the Planet? Why does it fail so often and what can you do about it? This is what I lecture about in this LR Time episode. Remember, everything I say is my own personal opinion in a free world over here in this part of Europe. Of course I could be wrong... I hope the information which I present in this video allows you to make up your own opinion about this great engine.
Please remember, we are not liable for any harm you do to your car, your engine, your surroundings or yourself. Use the information given in this video at your own risk.
Hope you listen to us all the way to the end and we hope you enjoy the video a lot.
Thanks for watching.
Sincerely,
Christian & Vera
Interested to joyn our Patreon community:
/ lrtime
Link to slides shown in episode
www.patreon.com/posts/slides-... - Авто та транспорт
I don't even own a LR Discovery but I've learned more about engine mechanics in 40 minutes than I ever did at school. Bravo!
I'm an engineer, both mechanical and light current electronics, and a Bosch qualified fuel injection technician. You have my respect because your analysis is thorough and complete. Thank you.
🙏👍🙋♀️Vera
Your a mechanic
@@Vera_and_Christian Im an engineer with Cummins and I think the same thing as Alpha Omega. Pretty good explanation on your failure mode analysis, and unlike the usual 3 hour FTA on a regular work day, this one was fun lol :)
@@Misselfilmen 👍😀🙏🙋♀Vera
@@Vera_and_Christianis the Land Rover Defender (2016) 2.2 TD engine a bag of trouble too?
Excellent video.
After 12 years of owning at least one d3/4 at a time, (at times I owned 2 at the same time) I’ve finally walked away from them for good. I’m now daily driving my 300tdi defender. It may not be any more reliable, but failures are easily fixable in my humble workshop and I’m yet to hear of a snapped crank in a tdi.
Had to stop the video half way to comment how amazing this episode is. Your insight into the engine is a pleasure to watch. I have a new found respect for the engineering department. Please do more content like this!
Design by committee is the problem, money saving is the only thing a committee can all agree on. Simple.
Nothing to do with saving money it's to do with making money
Hi there this is the first time I saw a such good explanation of all the LR discovery issues. I love this type of car and I consider them very capable off-road especially the Disco 1 and 2 which I have owned personally but it cost me a lot of money and patience to going through all their problems. I finally give it and I bought the mistubishi pajero (montero in EU) and although the car more than 20 years old she drive like a dream without 0 issues.
In Australia, Penrite 5w40. High zinc, suits my 400k TDV6 beautifully. 6000km changes with OEM oil filter. I would never miss LR Time; only wish I had Christian’s expertise!
Dear user anf friends of disco. I drive a discovery 3, from 2007.i have luck to get without DPF, but green label. I talk with intern staff of landrover! The answer by using the dpf the system burn routine with overloaded diesel at highest turn. This brings the diesel into oil and distroy the oil reception and the engine fix immediately. The engine is very good but the dpf is a very big problem. So if you have one with dpf change every short time the oil. I try to buy a 'geschmiedete' but nobody wants to deliver. Hopefully drives and owners can use this.
I have a Fiat 1.3 JTD diesel. At 120,000 miles the inlet side was clogged with carbon
@@davidelliott5843 This is sort of a fact of life with modern diesels, all you can do is clean it as routine maintainance. Funnily enough it was also an issue in early motorcars, so much so that removing the head to 'decarbonise' the valves was considered a normal part of a service.
That mileage is as good as any Toyota
Install a catch can and run 15w 50 …. Perfect for towing and the tropics.
This is by far one of the best engine explanations I ever saw. Thank you very much for putting your time and effort into this.
Outstanding. I've been reading up and trying to find a definitive guide to this problem for a while now for my 2011 TDV6 and this is it. Brilliantly explained, thank you!
being an owner of an D3 ('2005, 200k miles) and D4 ('2015, 120k miles), I watch all your videos with great interest (and get inspiration to do my own repairs where possible). However, this one tops everything done so far. it is systematic, logical and really well illustrated. Have you ever considered giving lectures to engineering students (Maschinenbau), as an externally invited/contracted guest speaker? I have nothing to do with engineering, but considering the very high didactic value of your videos and specifically this one, such lectures could add significant value to the curriculum. [of course, students can just subscribe to your channel...]
Wow just wow!!! Finally the most logical explanation to all the problems I have heard, thank you for all the effort you put into this...and Landrover take no responsibility for there failures, so many people were financially bankrupted by this vehicle
According to Land Rover the disintegrating crankshaft is a myth..according to Land Rover 🤐🗣
Really.^many bankrupted"..surely not!
@@ericjohnson6802 I don't think we need to take him literally - it's the extreme injustice he's trying to get across. I'd consider myself as having been robbed (literally this time) if I had to pay £6000 for a new engine (french friend's 2005 D3 with unsuccessful 3rd party engine which finally led the garage to accidentally set fire to car to get him out of a complete loss situation). Or £10000 in late 2021 for a new LR engine on my nephew's D4 (2017!!). In this case, because it was 'recent' with fsh, he finally (v hard negotiating) got 25% from LR and 25% from TP warranty. I've been lucky so far (2005 D3) with an ultra-reliable vehicle unlike the TD5 before it. Love them both though despite their faults - you have to see it as a marriage rather than car ownership!
The reason for the destruction of the crankshaft is not explained. The crankshaft is destroyed by the loads caused by torsional vibrations. Gradually, cracks appear in it, which lead to destruction.
On the F-150, the crankshaft does not destroy, it is modernized. But on the F-150, the torsional vibration damper is more powerful.
To eliminate it, it is necessary to avoid rotation resonance of torsional vibrations, eliminate uneven fuel injection (injector balance) and install an additional vibration damper.
Wow, best video ever describing the TDV6 engine. Mine failed at 375000KM on a 2008 LR3, did what you said to prolong life. 1 thing to add are the failing glow plugs that add cranking time in cold weather and accelerate wear. So make sure they are working tip-top.
WOW! As an ex-master tech, I was riveted by this! I would watch one of these technical break downs on every single engine ever built.
Brilliant!
Thank you both for all your time & effort to share and so clearly explain this information.
I’m sure like myself, there are many D4 owners / followers of your channel right now out there feeling a huge sense of relief at finally understanding the actual issues and causes of the crank weaknesses plus your advice on actions to mitigate. Its a great service you’ve done.
Btw- I actually do have a mint condition ‘89 W124 M103 E Class now 335k as my back up car,
inherited from my father in 2001.
Ballarat, Australia
335k! Just nicely run in then. A supremely smooth unit. I have an '87 300TE.
A good friend of mine has a '89 W124 OM606 E300 (with some E500 parts on it) and the thing had ~400k km on the clock when he threw a bigger turbo and injectors on it. The extra power cost him the rear differential once but besides that the car is still running just perfetct. That was like 5 years ago now he's close to 600k and the thing is still running just perfect.
"They don't build em like that anymore." Sadly.
No its number 2...
No.1 is also a Ford...
The 6.0 Powerstroke.
In my humble opinion I think your best video to date. I have owned my 2013 Discovery 4 HSE since new and love the car but am nervous about the engine issues. You explained the details perfectly, a great pity you were not on the original design team! Keep up the great work.
To avoid destruction of the crankshaft, it is necessary to avoid the speed range at which there is a resonance of torsional vibrations, eliminate uneven fuel injection (injector balance) and install an additional vibration damper. The balance of the injectors is very important, as imbalance creates forces that cause torsional vibrations. On a LR with a 3l engine, the injectors can only be checked at the stand and new correction codes for each injector can be registered in the car.
A good option is to preventively replace the crankshaft and bearings with parts from the F-150, they are similar in size and fit the Land Rover.
There are likely lots of excellent engineers at LR. they will be controlled by LR management and will be cursing the stupidity of the management team. every. single. day.
@@simonr23 to be fair it's a ford engine
@@user-lt5yk6qv6h"resonance of torsional vibrations" would this be when the engine is a low revs and maybe towing ?
Oh my God, thank you all for all this valuable information that we cannot get except through experts who share the results with everyone for the benefit of the community. You are more than wonderful. The explanation is more than wonderful and simple to understand for the community. I wish I had known about your channel a long time ago.
That was an outstanding video. Very informative and your examples and explanations made it very easy to understand. Thank you for the effort that both of you put in to these productions. 👍🏻👌🏻
By far 100% the best automotive videos by any other couple, so easy to understand and both of you are naturally funny which makes it even better to watch and it makes learning fun
Just excellent, irrespective of the engine manufacturer, your explanation of engine design tolerances and potentials for failure are the best I have ever heard. Just superb, thank you.
That was one of the best videos I’ve seen in a long time. I’m no engineer, but thanks to both of you I feel like I could grasp all the points and I’ve learnt a very great deal. The style and dynamic between you both is amazing! Thank you and I’ll keep watching!
An absolutely, brilliantly presented, thoroughly researched, most informative video you guys!
A really great piece of work, most definitely will be watching this one a few times over, as it's too much for my non-engineer brain to capture all in one sitting.
Love the video as usual. Quite interesting. I had total engine failure in my wife's Toyota a few months ago. brand new battery installed and all was good
Lol 😂🏆👌👍💪 Christian
Danke, gut gebrummt von beiden, alles richtig gut rübergebracht!
You have my sympathies, being off the road for 15 minutes must have been devastating! Toyota owners really do suffer!
The great tragedy that keeps Toyota owners up at night.
What is the world coming to!
Absolutely brilliant !! Outstanding analysis and explanation, and always entertaining. Thank you both very much.
This is probably the best video I have seen analysing issues with an engine - so logical and well explained. Thank you Christian and Vera!
Brilliant video. Explained it way better than I could be bothered when I covered it!!
About 4 years ago I nearly “upgraded” my 190k miles 2005 D3, that I have owned from new, to a D4! Glad I stayed with my D3 and continue to do my own servicing. Also very pleased to find this channel. Well done.
Exactly the same story for me.....didn't want that overcomplicated, over-stretched engine and all the bling ('luxury' everyone considers it) that comes with the D4. Having now de-oranged all lighting, I prefer the old grill and boxy looks, but that's obviously a personal opinion.
By far, and I mean it, the best documented and well explained video on these engines. I'm pretty happy to get rid off my former 2011 Disco 4 sdv6 4 years ago knowing a few of these issues. But now i'm even happier since I didn't suspect so many design flaws. Many thanks!
What an epic video. Your presentation skills, technical knowledge and ability to explain it IN ANOTHER language is fantastic. Then add in your humour and your lovely wife's fantastic support, the result is glorious. I can't wait to watch some more and learn lots.
"for our Toyota viewers we have to explain what's an engine failure..."
They have plenty don't worry.....all companies have them
unless its my rav4 lol
Hi Guys, well that was, without doubt the best 40 mins I've ever invested in learning how engines are designed and built.
Your delivery Christian was at a measured pace, with just the right amount of detail, backed up with lots of source material and above all, LOGIC.
This is probably not only your best ever video but one of THE BEST EVER technical videos I have watched and absorbed.
Whilst watching this, I kept imagining how many viewers were preparing their court cases against LR for negligence.
Very, very well done, you deserve a big pat on the back for such fine work.
"Helmets on, ready to receive the shells of discontent..."
Thanks. The raw footage was 136 minutes. Poor Vera. Her arm fell off. LOL. Christian
You beat me to this comment. Utterly agree how informative and entertaining these guys are. I'm totally hooked and subscribed..
It's amazing how much of this advice also applies to the Mazda 2.2 turbo diesel engine. Thanks so much for the insights guys.
Ford has always had bean counter's
I do love the way that you are so factual and explain things in a way that everyone can understand whilst also being sarcastic and funny with it.
This is spot-on.
I also learnt many years ago about those locatting lugs on shell bearrings, they are most certainly not there to stop a bearing from spinning, mearly to locate the bearring on assembly.
Its a common misconception. The only thing that stops it from spinning is the friction behind the bearring in its journal .
Another interesting and very informative episode! Thank you Christian and Vera 👏🏼
Great video keep them coming. Love the references to what we need for our mall crawlers down here in Australia.
Excellent analysis and great tips for Disco owners. A big thank you for all of your hard work - Christian and Vera.
fascinating discussion, love the detail. The engineering analysis of the crankshaft design and lubrication requirements is invaluable to engine longevity for anyone how has a TDV6. Great work.
Very educational! In recent days, I have started looking a little sceptically at Discovery 3s for sale, whereas I used to only think about Discovery 1s, classic Range Rovers and Defenders...
Brilliant video, very informative and easy to understand. Thank you!
Your passion shines through about these vehicles.
Your amazing in-depth knowledge is truly something to be very proud of.
Unfortunately , I just couldn't commit to buying any lr product.
I havn't the time for all that maintenance.
Keep up the fantastic work 👏 👏👏
Great video thanks. Having stripped down a few engines in the past I am well aware of oil delivery problems & wear etc, I also never floored my D3 from any revs :) Luckily I was a member of the LR3 website & learned about the auto gearbox linkage issue as well. That linkage will sieze up & immobilse the box. I read a few people have been subject to gearbox stripdowns when that stuck linkage was just the issue.
This is an excellent video. It contains many engineering principles which apply equally to cars from other manufacturers.
Maybe a second channel as automotive research scientist? Absolutely amazing in depth information on the TDV6. I was lucky and covered 160, 000 miles without this issue. Thanks for listing this video and sharing this essential information, there are a lot of owners who will benefit immensely from your research, on behalf of them thank you.
Similar boat, I had around 220k on mine with no issues on an 08 L320 RRS. Air suspension problems yes, but no engine issues.
Edit: Halfway through the video I believe we always ran 15w-40 fwiw. It's all that was available in full synthetic.
Great presentation both super informative and entertaining. Love your synergy and humor.
Thanks for the video. I can listen to you all day. All you are putting out here is loads of experience that would take anyone so many years to get. Thanks.
Hello Vera and Christian. Just wanted to say thank you! It is really good fun to watch your videos, and also one can always learn something. But to all of us not having a workshop and a two post lift or even a pit… Well our only way out is to pray, beside from switching to 5W-40 😊 Thank you!
Incredible video. I own my D3 for 4 years. In the very beginning I performed a preventive maintenence - bearings, sealing, oil pump etc were changed. From then I change the oil every 160 hours (distance per average speed) and it's 5w40 certainly
Excellent video with just enough technical detail and explanation. Keep these videos coming.
You both are great, see how your mechanical skills made you both a great detective to find problems and solutions, this training also crosses over to most ever other problems in lifes problem solving.
Thanks again guys, I learnt even more today.😊
This analysis is superb. Thank you
Amazing vid, very informative & I liked the fact it was explained why things fail as well.
What an excellent in depth review.
I’ve owned my XJ350 Jag for over 10 years. Bought with 48k miles on the clock and now at 183k miles. Still runs as sweet as a nut, but will be vigilant to follow steps as described to protect the engine.
Absolutely love the car and it’s not going anywhere soon, so I hope I don’t live to regret it…..
What year? And what oil are you using?
@@callumhardy50982006 but not sure re. engine oil. I have it regularly serviced and maintained at an independent Jaguar specialist. They use a Mobil diesel specific oil but not sure what grade. I always drive in sport mode and keep revs above 2k to prevent issues with DPF filter and EGR valves. I also never use kick-down and use manual override as my preferred driving method.
Now on 192k and going strong. I hope this continues 😬
Wow, what a great point of discussion.
I really appreciated your explanation of the 3.0L Lion engine crankshaft design and failure modes along with your thoughts on possible preventative measures.
I have owned my 2011 Discovery 4 SDV6 since new. The SDV6 engine reliability is an issue that sits uncomfortably in the back of my mind, and given the distances that I travel it has me a little concerned.
Many years ago an old mechanic friend said to me that "new oil is cheap maintenance" and that comment has stuck with me and has been literally applied to every vehicle and motorcycle I have owned, consequently the engine in my D4 has had the benefit of oil and filter changes every 7,500km for the entire life of the vehicle.
The D4 is now approaching 340,000km on the odometer.
I still use the 5W 30 oil in my discovery 4 but and am now wondering about a change to the 5W 40. That said, I am not sure of the benefit given the age of the engine and and the work it has already done? I must now go back and watch your comment on the oil issue!
Anyhow thanks again for your well considered and excellent explanation.
5W-40 is popular in Australia because of the high summer temperatures of up to 45C and it still performs in our winter temperatures eg -7C.
I bought a 2012 Discovery 4 SDV6 (it was in fact one of the press demonstrators for the upgraded car - it appeared in numerous reviews). Absolutely fabulous car, but, with a massive massive but!!! I soon discovered the propensity for the crank to fail. A local indy where I had it serviced always had several of these engines in for rebuild. Not just an occasional one, but always two other three at any one time. And that's just the ones that could be rebuilt - probably one in three that failed. The Indy had no reason to hide problems unlike your average LR dealers. It was with great reluctance that I quickly sold it on, a decision accelerated by the fact that LR's warranty would not cover this mode of failure. Not just a worry unloaded but, as a Land Rover owner for many years, the cause of loss of trust with LR themselves. A potential bullet dodged!
oil change every 5000 km max and your engine will lasts forever !!
Just saying... If you would like to do a full series of lectures breaking down the D3/4 designs and engine construction, I would pay good money to see it! Truly amazing job. This level of detail whilst remaining consumable is a rare thing these days.
Thank you both!
You want to know more? There's a guy near Cardiff that has a you tube channel called 'piston broke' where he clearly explains the high number of crankshaft breakages on these and does a full rebuild on one for a customer.Shows full removal,rebuild and reinstall.
Lets not forget the fact that you guys are the goal for being a couple. Vera you are hilarious as ever 🤣🤣🤣🤣
Amazing guy! I learned a lot and now i understand all the good advices i put into practice. You are a very honest person giving all this precious information. Immidiately subscribed.
Another amazing video, thanks both.
My Jaguar XJ engine suffered catastrophic failure after 5 years and 35k miles. It was out of warranty but I was lucky, I wrote to JLR's boss at the time and they agreed to 100% fund a replacement engine.
Another issue I've read about elsewhere is oil dilution... Basically, the engine takes your 5W Dumbass and gradually dilutes it with diesel, which makes it even thinner.
With the new engine I'm doing oil and filter changes every 5k miles and I'm a little more cautious with my right foot. I just hope I haven't got a Monday morning crankshaft 😮
Imagine owning a car where you can't even drive it properly and treat it like a princess 🤦♂️. No way would i ever buy one of these ticking time bombs.
I must agree with others, this was a brilliant video, the best yet. I liked the design history part, the explanation of common failures and what you can do to minimise the problems. In all I loved it, 10/10!
😊🙏🙋♀️Vera
Awesome video. This the best technical engine failure analysis on youtube.
Christan & Vera the clearity of the technical presentation, vidoreography setup would the bbc.
Excellent work. Love the way you two work.
Brilliant explanation of the process and problem
Thank you both for an informative and entertaining video. Having worked for a subsidiary of a German Automotive company for many years I also came across instances where Management Directives overruled design principles! Christian sounds very much like my old works colleagues, which makes the video more enjoyable. Oil technology is very interesting and not just about SAE grades. Different oil manufacturers/blenders use different friction modifiers and other additives which makes a difference between brand performance. Castrol is one of the best, in my opinion.
watched all the way to the end. learned a lot!! many thanks, Christian & Vera.. bravo!
Brilliant video! Knowledge, experience and great humour! Also hello from South Africa!
I've been in the motor trade on the tools for about 34 years now but this video is tremendous on the information, very very few people that have this level of knowledge are willing to share it. brilliant😊
Oh well done. That is by far the tech best video you have made. Very informative and yes I learnt a bit about the design ethos, not sure I understood it, but that is for another rabbit hole when I get out of my current warren :) I'm also going to try to remember to not kick it down so hard when I have to do my fast overtakes to change position at work escorting Convois Exceptionnels, but drop 4 or 5 gears with the paddle first. I do sometimes use the paddles to change down before letting the torque rip on fast overtakes, but that's more when I'm driving in manual mode and S with a 20mm suspension drop, in a 'spirited manner' on some beautiful Spanish twisty roads.
Now I have to explain why certain people in the garage trade continue to recommend 5w30. It's the oil LR spec for the UK market. If a garage that a customer pays to service their car uses a different grade than which is specified, and the crank fails, then some customers will blame it on the wrong oil and come back to claim on the garage who did it. If a garagiste goes public on the internet saying to use a different spec oil then there is a possibility that some dumbass could take legal action against them. We know such madness happens. 'he told the world on FaceAche it was ok to put 5w40 in my engine, and he's a professional garagiste, and then 2 days or 2 years later my reved from cold, low oil level engine snapped its crank, so I'm going to sue him because he expressed a professional opinion'.
If I were to take my car for an oil change, (I cannot imagine any circumstance for this :) I would specify in writing what oil to use. Then they're in the clear, and I get the oil I want.
Long ago I did the research on the oil, and like you, found the Citroen specifications. My 2.7 has run on 40 ever since. I've not yet run the 3.0 on it as it's been difficult to find a 40 C1 or C2, but now 5w40 C3 oils are becoming common, and the difference between C1, C2 and C3 is in the soot level and HTHS, with C3 being slightly less in favour of fuel consumption and slightly better in terms of bearing face protection. C2 and C3 oil is slightly sootier than C1 so the DPF needs to regenerate more often which also slightly increases the fuel consumption.
As you so eloquently put it, the tests were designed to reach the conclusion required because the 5w30 gives just enough of a better fuel consumption under test conditions to enable the manufacturer to claim a certain fuel figure, and the engine will probably last the warranty period. The reason for this is to pander to the big leasing companies, as is the ridiculously long oil change interval. The leasing companies are not interested in the car after the 3 or 4 year lease as it's made them their money and they put it out to the 2nd hand market, so they want a minimum of servicing that they have to pay for while being just enough to meet any service requirements for warranty claims.
My advise, as a D3 and D4 owner driver and DIYer is: I prefer to get the best engine protection I can for a reasonable cost. I can live with slightly increased fuel consumption and I care not a jot about the emissions because I don't run the vehicle under strict test conditions to meet a prescribed consumption, and they easily run clean enough to meet the legal emissions limits. 5w40 C3 oils are now coming to the mass market for 3.0 engines with DPF. 5w40 A3/A5 oils have been available for non DPF 2.7s for a long time now. The engine was designed over 20 years ago and the oils specced with the reasons explained above. In the real world, the engine spec remains the same (or gets slacker as seen in the 3.0 workshop manual) and the oil technology continues to evolve. Embrace that, get the best protection you can at a price level you are happy with, but make your own decision, and don't put the blame on someone else if it all goes wrong.
Gruff 2023
I absolutely Detest Discovery 3 & 4 but your videos are addictive.
I'm a mechanic of 30 years and I've learnt some things from your explanations.
Awesome 👌
Excellent well explained video Christian, (and Vera of course) concise and informative thank you
That was awesome!!! Going to change from 5W30 to 5W40 immediately! I love my L4 but the engine problems scares me. Understand that it could break anyway but I will follow your 3 recommendations and hope...
The only thing I can say is "Awesome video".... thank you Christian from someone that's been driving Land Rovers since 1977
Hey, me too - the irony is that my D3 TDV6 has been the most reliable of all of them!! That, and the fact that the D4 and subsequent models are too sophisticated and bling, is why I've kept it....
I don't have a Land Rover but as a DIY mechanic i enjoyed the in depth explanations, instant subscriber 👍🏾
Great insight into the workings of the auto industry 👏
Hello Cristian and Vera , iv just watched your video on the land rover tdv6 with crap engine. Nearly 25 years ago my wife and I purchased a 1998 R reg landrover discovery 1, as i say its nearly 25 years old, VERY HAPPY i never upgraded to a more modern piece of crap. I am very fortunate to have had an engineer for a father who taught me from a very early age look after it, and you wont be left stranded on the side of the road , a wise man . This vehicle has always been serviced by myself every 6000 miles New oils New filters , And when needed New discs and pads, iam on my 4th New Battery, and last year had to replace the alternator which failed , oh and last year 4 New glow plugs, New top and bottom radiator hoses and the ones from the header tank . Towed a 24 foot caravan all over Britain, also towed a 20 foot boat for quiet a number of years , and a 2.5 Ton trailer , with what I reckon had nearly 3 Ton of 450x450 x 5 cm slabs . A WORKHORSE OF A VEHICLE. I will be resting in my box and this vehicle will still be going IF it gets the same attention i have lavished on it , OH and its sthil the original chassis .
Watched barely 2 mins….loved the delivery, humour and creativity of the video so much that instantly liked, saved and subscribed!!
You guys are both informative and entertaining!! I love your production and presentation of this topic.
Some interesting facts with many examples to back up your ideas with. Especially if the crankshaft was produced on Monday morning and the engineer's football team had a bad result!!!!😂😂😂😂👍👍
Christian, your knowledge is amazing! German engineering at its best! What a wealth of knowledge. I'm glad I live in the U.S. and get to run Petrol not Diesel! Vielen Dank!
Excellent video on the technical aspects of the Ford (and LR) V6 diesel. In regard to oil grade and the current, nearly standardized, spec for 10w-30 or even 10w-20, I wholeheartedly agree. Both my BMWs and Volvos (still looking for a decent Disco 3 here in Nova Scotia) go thru that same "noise" about approved grades in their owner's manuals, showing 10w-40 only as an extreme service application. I use, and have used, 10w-40 religiously over the last 15 years or so and have achieved 300K+ kms on multiple engines (all petrol). On all these engines, I have had no noticeable oil loss due to wear, no smoke, no plug deposits, etc. So absolutely 10w-40 or 0w-40 is the way to go on nearly all modern automotive engines.
BTW, is Christian the same Christian Muth that holds a dozen plus patents involving balancing of rotating shafts? If so, you might want to mention that in these kinds of vids. I've been around car stuff for over 50 years now, and it is clear to me that Christian can speak to these subjects with authority. But to some these days, they need to "see the paperwork". Anyway, great content! Thank you.
Christian, this is the best video on UA-cam about problems on a Ford-LR V6 engine. Thank you very much.
Without doubt best forensic on an engine. Very impressive. Clear and to the point. Excellent analysis. Thank you.
Very interesting talk about the Ford Lion. Although scary, the reasons for an engine failure applies to any make of engine, with a second hand vehicle you never know how it's been treated. Shame Ford didn't spend a bit more time on it 😉. look forward to next Sunday, take care.
Hi Christian and Vera. Brilliant delivery on a sore subject. I'm looking to change my Range Rover to a D4, i.e. from petrol to diesel. Very worrying subject, but is it possible to minimise the main bearing oil delivery problems at least, by trying the following:
1. Relocating the oil filter to a lower position using a remote filter?
2. Using a top cap main bearing in place of the bottom cap? I suspect they use different materials, but at least the channel provides oil to the bottom of the crank.
3. Use a regulated electric oil pump to pre-charge the oil galleries. That then raises the oil pressure to near 1 bar at engine start up and idle.
Absolutely brilliant, sat here chuckling at the reference to the Monday morning syndrome. As a retired life long engineer I can relate to every instance of the accountants or marketing managers ‘re engineering ‘ what already was a crap design into a disaster waiting to happen. We also had anachronism for all makes of machines, Ford was fix or repair daily...
Hello from NZ! I have the 4.4 Petrol V8 Discovery 3 so most of the engine related issues don’t apply to me but I still watch all of your videos as they’re informative and entertaining, keep up the great work!
As a UK Automotive Engineer, I also 100% agree with your assessment of the LR V6 diesel engine, I would suggest that the diesel Injection system also needs to be in good health to ensure engine reliability. The Common Rail Injectors need to be calibrated and balanced to ensure that no engine cylinder runs at higher combustion pressure than the other cylinders. Especially important is the use of Good Quality Diesel fuel Shell, BP or similar which is to the EN 590 spec and add a diesel fuel additive like 2-EHN to improve the cetane number of the fuel which improves combustion, emissions, power and reliability.
Good Video ..............👍
Thank you. Luckily the Diesel quality in Germany is quite good. Christian
How should one go about calibrating the injectors?
@@shughumphrey Any Diesel pump injector specialist Like Merlin UK will check injectors and ensure they are spraying the correct pattern and quantity of fuel. 3.0 d v6 injectors have a calibration code label on each injector that must be coded into the engine ecu.
That engine MR LR works very well in the Peugeot and Citroen C6 , of which I both owned for ten years, but as you say when it is in a saloon body car the stresses on the crank and the demands are almost negligible
Brilliant lecture guys. Thanks for sharing 👍 😊
I’m very impressed with your knowledge and ability to keep focus on this deeply concerning matter. You’ve taken great care to explain the issues with qualifications and statistics. For those of us who’ve bought the vehicle without prior knowledge a further statement would help qualify the risks. Given all that you know about this engine can you indicate if there are records of the percentage of failures to give us all an idea of the risks we are taking by keeping these engines. Obviously different models and vehicles will impact the figures but even if it was an overall percentage that would help those willing to accept the risks or not.
Great analysis. I've often wondered why they don't design an electric pre-pump arrangement for start-up on all engines. My old BMW bike is designed with a flooded pump and very low oil filter and the engine lasts for ever on any old oil.
Just read your comments about a pre-start lubrication pump. I made the same sudjustion, but I wouldn't want ant rubber hoses. Solid pipe, stainless or copper, as you wouldn't want lubrication hose to bust. Even if it was a manual pump, for extreme cold starts, or been sitting a long time with no oil in top end.
I can remember my aunt in the late 60s religously hand cranking her Austin A30 for 5 turns before getting in and starting it as normal🤔
Bravo, well put! Wonder if LR knew about this form the start on. My early Discovery3 would often sound one of it’s confusing ‘bongs’ just after starting, if the oil pressure had any delay in extinguishing the warning light. Annoyingly, no message ever appeared to say why the ‘bong’. I suspected it related to slow oil pressure and varied with oil changes. It had had the oil pump replaced but it was very fussy on the oil used. There may have been a software upgrade to remove this feature as I haven’t heard anyone mentioning it. The engine never failed, to my knowledge, but I traded it in at 110kmiles for its weekly attention seeking fault routine. Great truck, but their engineering suffers from accountant interference.
Veras car also has the misterious extra bong on start. No clue why. We looked at everything. Christian
This video was both hilarious and extremely informative. Subscribed.
Thank you guys , Excellent technical lecture, first class as usual 😊😊😊
Great video! It was nice seeing how enthusiastic and knowledgeable couple you are. You have earned a subscriber!
I wish you could have a look at Volvo’s B5254T4 engine which was installed in S60R and V70R cars. It would also be interesting to see what the new VEA engines are hiding in Volvo’s new line of engines…
Thanks.
Some serious information to take in guys and thanks for taking the time to produce these quality video's......biggest bit that gets me is the fact LR wont take responsibility for the failures.
LR didnt manufacture the engines.
And now they're under different ownership and Tata industries which have their own problems don't want to take responsibility for what decisions Ford made before they bought Land Rover in 2008 was it?
@@alexvassilev9586 life is 80 k then,like sealed for life crap bearings
I thinks you are both lovely and the information you divulge and the videos you create are excellent, many thanks
Brilliant video. Have a D4 and because it’s under warranty I’m stuck with getting it serviced at the dealer. However I run it for a few thousand km on the 5w dumbass before doing another interim service myself and change to 5w40 magnatec. Have done a lot of research myself but the internet is a hard place to find the truth. Really interesting to see that one main bearing feeds two others but essentially cuts off half the time! Very sobering! You’ve earned your Patreon fee this month 😂. Keep up the good work
In the past, I really wanted a LR4 but after finding out how many problems they have, I am glad I never got the chance to buy one. High blood pressure galore, and stress by the score with this heap would have been the case. Nice vehicle design, capable vehicle, but crap. I ended up going to a Toyota Landcruiser, and missed out on a big, big smorgasbord of failure and expense. Fate stopped me making the worst mistake I could make. Fate was truly kind to me. Fantastic video, and exemplary explanation of Ford's big R&D flop.
Thank you for this instructive tutorial, which we all hope will spare us as much as possible. The pipe cleaner presentation was phenomenal. The little insight into your professional activities was also very interesting. We all knew you were a pro.
Many greetings, I hope to see you outdoors.
Heinz
Great video with very clear explanations of the issues.
Do we know how many, if any, of these problems have been resolved (and how) in the latest version of this engine as used in the new Ranger/Everest models ?
Or are some of the basic flaws just impossible to correct without a complete redesign ?
This fabulous engine is also in the Aussie Ford Territory. Which is funny, that car has the worst diesel engine and also the best ever petrol engine. Fun video! :)
Spot On! I was going to say the same thing! My mechanic has replaced the engine in some Territory's 16K AU$ for a second hand engine!
Sounds a lot like Vauxhall - great petrol engines, shitty diesel engines!😄
Been running 10w40 in my 1st gen discovery (with the rover t-16 4 cylinder petrol) doing oil changes every 6000km, original factory engine running from '93 with 270k km (sat in a field for 10 years too). Only issue with the engine itself was the blown head gasket. Valves, cams, (guess is the crank too) are all with minimal additional wear. They really don't make them like they used to.