Lee's description/terminlogy was not very clear and my interpretation - which included his hand gestures - was the 'report' found that the crank was subject to undesirably high bending force oscillations that can place more load on one side of the bearing shell than on the other - and thus reduces the all important oil film between the big end journal and bearing shell because oil is undesirably displaced (pushed out) through the less loaded side of the journal.

Aside from all the other issues I find the width of that big end journal amusing 😂 On a diesel! Im sure it would be illuminating to do the bearing loading calculations based on EP at say 4k rpm. Newtons per mm^2. I don't believe that bearing is designed to last 5 minutes after warranty 🤣🤣🤣

I haven't worked the numbers (obviously), but I'm tempted to suggest that much of the resonant frequency and consequent springing of the crank out of round, could be mitigated by increasing the diameter of the thin web, such that it performs a gyroscopic self-righting function. Not that it'd be easy to do, but it has 'legs' in the idea.

Can’t you get wider rods with locator notches for the bearings?

They put them in the ford territory here. I think they put them in the ranger. I hope not. Australia

not enough surface area to support and distribute the load compounded by the bearing not being centred further reducing the available surface area increasing and localising the load

10:30 - Torsional oscillation is not 'doing this' side-to-side. It's twisting/untwisting. Would explain crank failure due to fatigue but not bearing failure...

The explanation of bearing wear is extremely interesting to me. I am sure an experienced machinist can tell a lot by component wear. I would wager that the engine wear could be reduced by mapping the transmission differently, to make sure the oscillating load parameters are less likely to occur. Or perhaps a re-gear to s higher ratio, the vehicle would be less efficient for highway travel, but that's not really where a land rover should be most comfortably now should it.

Reliability= proper engineering and that means Toyota Landcruiser

I'm sure I saw a vid on this from a German guy who repaired one of these, and in the process got another model oil pump, which had a much greater flow than the original and this helped alleviate the onset of the bearing failure... ie. gave the engine a longer life. These particular engines should have never made it into production...

Barra swap it!!!

Agree with the prognosis. Dreadful engine and design of bottom end all for the sake of making the engine as small and compact as possible.

It’s all about the “couldn’t care less” manufacturers often trying to convert a petrol engine into a Diesel engine to save money! Peugeot were one of the first when they did just that with their lovely 4 cylinder 1:5 petrol engine, when they converted it to a Diesel it could be prone to blowing the head gasket across one of the water pockets!

Enjoyed todays video, feel sorry for the owner of that V6🤨

That is a reconditioned engine. reconditioned units are used as replacements unless unavailable then a new unit is fitted .

Hello there Lee and Isaac, Some Great 'Insight' into those 'Landy/Jag' motors .... Very Valid points .... The Design is way to 'Light' for the Power !!!!!! .... Last week I dropped a link to a Brilliant set of vidclips where this Guy goes into the design in a Very Big Way .... Please go back and check them out .... Just So much GREAT Info. there .... Best to ALL from ChCh, NZ

The 2.7 LR had less bhp than Jag.

From the factory they have different head gasket thickness depending on piston height.

Why are you stripping that filthy dirty engine in the so called "engine build clean room"? 🙄

That gasket at 12:10 seems FAR too hard, it's springy.

To learn pretty much everything there is to know about these engines watch the KZbin channel belonging to the German couple, called "LR Time". There are multiple reasons for failure. The cranks should not be re ground and used cranks need to be crack tested before using them. Shells for each main bearing journal are individually sized in the factory, the list of issues is endless. Also this channel recommends not to use oil of the recommended viscosity.

How can u waranty such an engine if a engine has a fundamental design fault

So does the Disco have higher low down torque than Jag.? Hence more engines going wrong. So best fix is too lower the power?

I`m thinking, why is there two separate big-ends between the mains? Strange construction to me. Espesially when in comparison to american V8`s. One big end for two rods and pistons. I`ll admit that I`m not so familiar with more new engines, but still I can`t see why it`s been made like this. Hope someone can tell me why these engines are made so.

There are no counterweights on the two central throws... are they compensating for that somehow with the outer throws? If they are then that's likely the source of the initial adverse motion, the crank will flex through the two central main bearings and misalign the most flexibly attached journals.

Accurate summing up of that crank but there are other issues concerning the oil gallery’s in the crank too 👍

To be honest, we have been producing engines for 100 years now. Have we learned nothing as to how they work ?? Manufacturers have been getting away with, producing crap for far too long. It's almost as if designers are trying to reinvent the wheel with each generation of engineers ignoring the basics.

The other thing between LD and Jags could be Manual V Auto boxs? as most Jags will be Auto where as LD's Manuals where you have on and off with lateral thrust on crankshaft from clutch loadings!. (Use to get a lot of old triumph where crank would slide back n forth when push clutch down till the point could barely get in gear.)

255bhp in the Disco4 and 305bhp in the RRS etc

Non diesel oil installed at the bargain oil changes shops? Perhaps send an oil sample out for analysis?

Isn’t this something to do with the oil filter being upside down and drains down every time the engine stops? If the oil pump is a bit tired the oil pressure doesn’t build quick enough as the oil filter has to fill up first. Looking at the dimensions of the large end bearings in this video the width of the bearings compared to the diameter seem to be pretty narrow, I know this can cause an issue with maintaining an effective oil film in the bearing. As this type of crank is split phased to make the engine run more like an inline 6 some of the potential width of the LE bearings are taken up by crank web. The issue you talk about vibration is torsional vibration.

ITS GOT NOTHING TO DO WITH THE BEARINGS ITS THE JOURNALS ON THE CRANKSHAFT BECAUSE THE THROW IS WRONG PLUS YOU HAVE GOT THE MAIN PROBLEM OF THE JOURNAL WEBS BEING FAR TOO THIN,IF THEY ALTERD THE THROW YOU COULD MAKE THE WEBS THICKER AND STOP THE PROBLEMS

It's total bollocks that the jags don't have the same issues or to the same extent in numbers. If you go on the Jag forums and start talking about the crankshaft issue, you'll be laughed at constantly. It has nothing to do with the weight of the vehicle either. Some will say it's becuse of the DPF, fuel in the oil, lack of servicing etc etc but IMHO and I have researched this to the hilt, I think it's down to multiple factors which originated from years ago when they took the original V8 and shaved off 2 cylinders from it to form the V6. This was the start of the 2.7 which did have the same issues as the 3.0. The 3.0 and 2.7 are virtualally the same engine, with the bore size slightly different. Oil pumps were an issue, but normally from where the casting craked rather than an internal fault. LR Time does a good video on this.

@BarumEngines On that LR/Jag/Ford diesel, the design flaws are nemerous. Starting with the crankshaft, using split rod journals creates many weak points. A V6 using shared rod journals will give wider rod journals and more strength to the crank. On to the timing setup.... belt drive timing on a diesel is rife for crashed valves and impacted cylinder heads. Heavy diesels use full gear drives for the timing set, and medium duty diesels use either gears or chain drives. Then, with the oiling system, you need much higher volume compared to higher pressures.

LRD southwest are superb guys. Very knowledgeable.

WHAT AN ABSOLUTE SHIT SHOW OF AN ENGINE,PEUGEOT DESIGNED IT AND THEY IN THEIR INFINITE WISDOM WENT AGAINST JLR’S REQUEST AND MADE THE ENGINE 50mm SHORTER IN THE BLOCK LENGTH,WHICH IN TURN MADE THE CRANKSHAFT SHORTER,WHICH IS WHY THE CRANKSHAFT’S SNAP BECAUSE THE CRANKSHAFT WEBBING IS ONLY 10mm THICK !!! SO THE 2.7 AND THE 3.0 ARE BASICALLY SCRAP ,WEVE REBUILT LITERALLY HUNDREDS OF THESE ENGINES AND THEY ARE RUBBISH

That was very interesting, many thanks. Other than having every thing crank rods pistions, clutch, flywheel and front pulley balanced to try and minimize vibration really have no idea how any one could expect that design not to fail early? Many thanks lee and Issac for this great video and all the time and work involved.

Saw a pair of legs like yours today lee hanging out of a nest😂

Long time watcher, 1st time commenting, have to say I am not a petrol head but I do enjoy watching the mechanical goings on . Also enjoy watching how Lee has took Issac under his wing from he joined Barum and I have to say its lovely to see that Issac gets to have his say and opinion even though he's the (junior), and as some will know they (jrs) don't normally get to have there say . I have really enjoyed this one as I have been thinking of getting a new car 2017 Jag or a similar age 30l Discovery, but I don't think I'll go for that now. Keep up the good work boys

LS swap it

"I’m lost for words" so are the rest of us ! You guys do such amateur work - can't even package a head safely - and seem to show off about it on here !

I believe land rover doesnt give warrenty now on parts for that engine, i was talming to a guy and he was saying its also to do with the oil ways with the 3 and 4 big ends sharing causing insufficient oil

The first Land Rover Td5 engines failed circa 1998 due to the bolt coming loose on the oil pump drive gear. No locktite apparently. Land Rover were taken to task over this one and replaced any engines that failed regardless of time lapsed. In my humble opinion this PSA engine is far far worse than those few Td5's that failed. I cannot for the life of me understand why Land Rover weren't made to change these under warranty.

I would say get reman tags made up that you could put on the back beside the OEM reman tag.

Ford Clevland engines had large ports to allow airflow. Their problem was the oiling circuit. Racers cured that by drilling main oil supply holes down the center of the lifter valley. The 400 and the short syroke version 351M were the same. By 100,000 miles the warm oil pressure would be low, casing the OP warning light to flicker in drive at stop lights. Owners would want the oil pump replaced. Inspection of the oil pump would reveal almost new condition. The main and rod bearings would be copper top and bottom. Look up past the #1 main cap to the timing chain with a longer screw driver, and you could bounce the slack in the chain about. Call the customer to tell them what I found and give a cost for authorization. New double roller timing set, front seal, replace rear crank seal, .001" undersize bearings to compensate for crankshaft wear and they were good for another 100,000+ miles. All farmer Brown 1/2 ton pickup trucks. The crank actually looks to be syrong with the rolled fillets. Look up.the Buick 3.8 and 3800 even fire crank design. Also the Chev 4.3 V6 which only came eben fire. Split rod journals with a narrow flange between. Chev increased the rod journal diameter from 2.1" to 2.25" to increase the overlap between the two jalves of the journal and also with the mains. This increases the crank strength. To me it appears more oil flow or pressure. What would happen if the oil holes to the main bearings were drlled slightly larger as well as the oil holes in the crank to supply the rod journals. May require higher volume oil pump.

Hello boys excellent video informative and interesting👍👍.Have you any news on the merch.??

Please explain the tobacco tin with holes punched in the lid

Is the problem any worse with manual or automatic? Maybe the seat would fit better if your wallet wasn't quite so thick ;)

Weak design crankshaft, too much weight and the torque is very high. The vans and land Rovers and quite a bit heavier also.. Bottom line JUNK.

That same engine is also used in the US in the Ford F150, I would suggest that your analysis of the possible cause of the failure is the most likely one and also your comments about the power output of modern diesel engines is very valid, most manufacturers are using a V6 when it should be a V8 of the same cylinder capacity, however, the designers are only interested in making it function when new and not to last like the old ones. Just look at the older landrover diesels (pre TD5), most were almost indestructible as long as they were serviced correctly, I've personally seen many 200 and 300 tdi's with more than 250k miles on then, still going strong, without any significant repairs i.e. still with the original head, crank, pistons etc., one 200 tdi that I last worked on 6 or 7 years ago had at the time 400k plus miles on it then and as far as I know it's still going now, point being, the old diesels were built like tanks and not over stressed.