This engine blows up TWICE! Manufacturer may have a BIG problem!

Well Isaac has stripped the V6 engine and what have we found? We seem to have a conclusion but does the manufacturer have a big problem here?

[@BerlietGBC]

You really need to watch Christian at LR Time , he’s really gone through all this specially oil and oil pumps broken cranks, he also has a lot of technical information available online for building these engine

[@robbo770]

Disgusting that they have not had to supply replacement engines, in USA they get free engines same in Australia, but UK get shafted like normal

[@melvynkersley-nc8fx]

Our beloved government looking after us again!!🙄🤔🤷🏼‍♂️!

[@garystuart226]

See they also do the same in Japan with fitting a new engine FOC , but indeed the UK dealers won’t say there’s a problem , wouldn’t be so bad if they at least offered a solution , also wonder if some form of de tune would assist in taking some strain off the crank by lowering the 600nm+ torque ?? , apologies as not a mechanic just coming from a Land Rover enthusiasts , for me would adore a N/A 5.0 litre V8 D4, particularly seeing I live within the ULEZ zone where my old TDV6 D3 is non complaint

[@martinfinbarscully4924]

Reliability= proper engineering and that means Toyota Landcruiser

[@michaelrobertson515]

Best episode do more explaining why engines in not so new cars fail👍

[@russellhammond4373]

Thank you guys for the crank anatomy lesson. I'll stay away from THAT engine in any future car purchases.

[@SteveHanderer]

I think the DPF regen system causes fuel dilution of the lube oil causing bearing failures. Short journeys increase the problem. All users should half the required oil change interval.

[@boba5984]

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.

[@matthewjenkins1161]

I think the problem is engineers know what is required for power, durability and MPG, but legislation constantly arriving in the latest Euro standards, means designers have to design to pass the almost unpassable regs . Results in engines like the Peugeot PureCrap or Ford EcoBoom, where reducing friction at all costs, using thin grade oil, race type thin piston rings and even WET timing belts is the goal. Then they add turbos to extract as much bhp as possible and must know they simply cannot last. Anyone that understands engines, knows 130bhp out a 1.2 liter 3 cylinder road engine is a recipe for catastrophic disaster.

[@neilwharton720]

If you watch LR time, Christian recons the oil is wrong with 5/30 should be 5/ 40 also extended oil change intervals best to change every 6 thousand miles, I have a 3.0 2011 change the oil every 6 thousand km and still going strong at 180 k km

[@buckrogers2828]

Ford/Frauds with there piss poor oil specs again similar to the 1.4/1.6 diesel Saga where they blamed all and sundry for using wrong oil and much more when in the end it turns up they spec'd the wrong oil for the engines on manufacturing.

[@JamesAllen300]

i saw that one. it was to do with what was written in the owners handbook compared to what was online. Christian showed where he had gone to castrol website and using his reg number they showed what they would use in his Disco 4. When he compared it to the handbook that came with the car from factory, the specs were different.

[@paulhoogeveen7353]

Neighbour had Discovery 3 with 2.7 that did 400,000km plus, no engine problems!!!

[@johnnie5wreckingyard]

100% , short trips , long oil change intervals , thin oil , oil dilution doesnt take much for the oil to shear down to a 20w

[@garystuart226]

Plus 1 as I’m also going to change my D3 over to 5-40 , got millers engine oil and indeed will be changing it every 5000 miles or 12 x month in which ever comes first , likewise seen some reach 500k

[@johnmoruzzi7236]

That Recaro seat looks massive with Lee sitting in it, like a kid’s booster seat !

[@BenBywater-xl6bl]

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

[@johnathanbaker4364]

Hey Lee, brilliant video as always. I used to be a technician at a JLR specialist. The V6 Jags didn’t have the engine issues the Discos were having. We were easily doing an engine a week. Parts permanently on back order made things difficult. Even new/recon engines direct from JLR were doing cranks before the warranty expired. Nice cars for the few months they’re running though😅. 2 litre Inginium engines are just as bad- timing chains, cylinder liners, turbos, inlet manifold issues. Cheap rubbish being sold at a premium.

[@daledavies2334]

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.

[@richardwyatt1869]

Ford Lion engine ... junk and totally unfit for purpose. Poor design, doesn't have enough oil pressure at low revs, made worse by LR technical bulletin, oil filter at top of engine so on startup the engine is starved of oil until the rubbish oil pump can pump it to the top of the engine, compounded by a woefully inadequate crankshaft that has too thin journals for the load and mains that offer so little support that the whole thing oscillates until it snaps. Other than that a banging engine until it self destructs.

[@AndyK.1]

What TSB ?

[@stevefairbanks835]

The fact that there’s a lack of main bearings due to Ford aiming to make a compact motor. Creating a weak engine.

[@georgebettiol8338]

Mostly agree - however the crankshaft main caps/journals are not the issue - they are robust.

[@Horsleyclassics]

Check valve in the oil filter prevents oil draining back down, my oil pressure is almost immediate on start up.

[@donaldhalls2189]

​@@stevefairbanks835what has Ford got to do with Jaguar? all the best to you all

[@neptuneblood6916]

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

[@gizz1777]

😂😂😂

[@markglanville6495]

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.

[@catxls1835]

I totally agree with @boba5984 below. Years ago 100K miles was "just ran in" and had at least another 100K left in it. Now they are lucky to reach a 100K with regular servicing. The designers are going backwards in tems of going forwards. Best technical video for a long time imho.

[@josephbrownjr3564]

Wonderful video!!! Thank you for going back to showing work and discussing the potential reasons behind the failures you’ve found during tear down.

[@markscully2342]

As I understand it was originally intended for transverse installations hence the narrow webs and journals. I believe the design was originally intended for a Peugeot large saloon?

[@RotacRepair]

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

[@andyfoth66]

Fascinating video - I don't normally watch the oily bits but I learnt a lot there

[@fredflintstone8048]

I enjoyed the analysis of the cause of the engine failures. Makes perfect sense. The base design of many engines from the factories don't have the support for the higher horsepower. We see with American racing engine building companies that they design the engines and build them for the high horsepower that they produce. They don't use the stock engines as a foundation for building high HP engines. Those who do try it have to live with frequent failure.

[@garystuart226]

Am a discovery 3 owner and long term Land Rover enthusiast, Wished to add another major JLR flaw is the keyless entry system, seen reports of the 2016 D4’s being able to be stolen within 60 x seconds, just feel they have a lot to answer for from the crankshaft issues , high theft rates along with eye watering insurance quotes , know JLR are rolling out a software update on all, model FOC from 2016 to prevent the key relay thefts , will also be changing my oil from 5-30 to 5-40 , , as they say it’s like driving a hand grenade with the pin pulled and don’t know when it will go off , apart from that are exceptionally comfortable, tons of room and very nice driving at motorway speeds , looking forward to this engine rebuild, stay safe and well everyone

[@richardhartley1705]

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

[@daledavies2334]

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

[@SiGl26]

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...

[@georgebettiol8338]

Agree with your comment on torsional oscillations. 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.

[@buckrogers2828]

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.)

[@MichaelSmith-pd5pt]

In the Australian Army all Landrovers have Isuzu diesels in them from the factory. After watching this video I can see why

[@geoffoliver6788]

Hi, a few years ago I saw a few videos of snapped V6 L/Rover engines they were PSA designed engines. As you stated not so many problems in the Jags, nor were there many in PSA engines, but in the L/Rover, Discovery etc the engine mount cast in the block is in a slightly different place. If it is the same engine could the "harmonics" be the problem. The modern car engine now seems to be a ticking time bomb, wet belt failures, dual clutch problems etc just to name a few it seems endless.

[@leonardhirtle3645]

That Ford engine was originally a gas engine converted to diesel. They were never designed to withstand the pressures of a diesel engine. That explains the small bearings.

[@stigg333]

Great video and really good to see the inside of that engine, must say that didn't look like a very new one!!! Can't believe a company like Land Rover can't produce a well built reliable engine!

[@gramchinn2]

Very interesting. Does any body make wider bearings, that is bearing cap width, it might help ?.

[@darylellard7303]

they differently held back on material but as you point out the weak points of the crank the oil galleries seam quiet large and if it passes thrush same place that would also add to the stress in the crank you're thoughts

[@dailyreader506]

If I recall my prof from about 1979-80 that crankshaft motion you described is a rocking couple. Not good in any structural component.

[@chrisbeesley5568]

LRD southwest are superb guys. Very knowledgeable.

[@55peterf]

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.

[@davidkerr2285]

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

[@eddiestevenson-kaatsch6306]

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.

[@julianchambers8372]

Hi Lee, I don`t agree with crank fail explanation. If it was the case as you explained why don`t they all fail. There are some very high mileage units out there. The oil pump were up graded also the oil spec is suspect. The failed cranks where around a certain period of time. I don`t think you give this engine its true image. Yes it has its faults as many engine s also have. The engine for its size is quite powerful and efficient. If you compare it with other units out there. As with all things mechanical looking after it is the main criteria, service intervals etc.

[@colinblythe3710]

How true I do not know - but I got told by the peugeot factory trouble shooter that Rather than design a new V6 - Ford just basically shaved 2 cylinders off the V8 and squashed everything in - hence the thin webs on the crank The V8 diesels tend not to have the same problem ! LR have stopped making this engine and are going to a straight engine next - to meet emissions & these problems The Ingeniums are total rubbish as well !!

[@rob19632]

Poor maintenance, middle rods share the oil from the same main so each only gets 50% of the oil.

[@jdsmort]

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...

[@eliotmansfield]

yes - Christian “LR time” channel

[@richardhorton4563]

Agree with the power issues regarding diesels. I have an Audi A8L with a 4.2L V8 pushing 400bhp and 750Nm of torque. Time will tell on the longevity, and how long before I'm stripping it because something breaks. I've not heard of too many issues with the diesels but the petrol V8's in TFSI form seem to attract attention. As for the Jaguar -vs- Landrover, and I've had a Jag with that engine in. Low ratio box, diff locks, etc. far more strain put on the crank. Looking at that crank, the designer needs taking out and publically flogging... oh hang on we don't do that any more, do we. Keep up the good work, love the new format of getting down to the technical side of everything and showing some of the processes that go on. If you ever find you have space for a bloke in a wheelchair whose pretty handy with a set of spanners....

[@jsh6952]

@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.

[@ukmechanic8923]

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.

[@davidcoyle7125]

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.

[@georgebettiol8338]

No amount of balancing will address the root cause - which is a very 'slim crankshaft' design for a high torque (diesel) application.

[@davidcoyle7125]

@@georgebettiol8338 Correct and even if the crank is made out of iron and a steel replacement could be found the bearings are two narrow but with careful building and maintenance then even if the engine does fail you know you have done your best. Having said that know i will never own any vehicle with that V6.

[@MarcCrack-iy1lm]

Them engines are bad for bending the crank and ruining the block, be interested to see it on the balancer .

[@happygarage6310]

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.

[@christyers2748]

Hi lee I would get the crank magnetic particle inspected NDT before doing any more To engine Aplus in pool can do in or any local place you know

[@leebrand2172]

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 🤣🤣🤣

[@TonyRule]

10:07 Probably harmonic vibration from the natural frequency of the part.

[@Bristolcentaurus]

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

[@twostrokecharlie]

best video I have seen to date from you, just need a John's corner now. What is alternative engine to replace the problem ridden V6 Diesel?

[@AndyK.1]

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

[@stephenberrill8613]

Lee; Why are you stripping dirty oily engines in the clean build area. I said a while back when are you going to compete the back machine area and have a specific DIRTY area. Why not put a lean-to on the side of the building where you can pressure wash engines before bringing them inside????.

[@ataxpayer723]

Good idea, A 20 foot container would do the trick

[@mfree80286]

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.

[@boxx1964]

Lee, it may not just be the weight but also the loading through the transfer & gear box, as the car would be two wheel drive?

[@eddiereichel9354]

People dont change oil. They think it lasts forever. The dash tells em 20k interval and they believe it. Or ignore it.

[@bradcarlton3544]

I was thinking that I would change the JLR crank with the Ford Forged crank at some point, as I have 155k miles on the clock and have it tuned at +60 hp and def deleted. Next will be to remove both EGRs. I also think running thicker oil 5-40 T-6 Rotella has saved my motor. Now that I said that, she may blow at any minute. Do you suspect the Ford crank will be a direct swap when she pops? And what about the process to add that second turbo in terms of ECM, etc.

[@richardroberts8742]

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.

[@DK-bh4yh]

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

[@drdiabeetus3061]

Torsional vibration kills engines. A possible bandaid would be to install a heavier duty harmonic balancer like a Fluidampr. But ultimately, the crank design is the weakest link. The webbing is very thin and so are the rod journals. In a diesel application, those bearings are getting jack hammered hard, not much surface area to spread the load and maintain good lubrication. A heavy weight oil will only get you so far.

[@SloverOfTeuth]

Pure speculation: You said "torsion", but from your hand movements I think you are describing an oscillating shear deformation of the webs along the crank axis. They look thin and lacking stiffness in this direction. There shouldn't really be a longitudinal force to drive this. But maybe there is a resonance which causes a buildup of amplitude. Maybe that's something to do with the termination arrangements, like endfloat or just the _weight_ of the flywheel/clutch, which might affect the resonant frequency, bringing it into line with typical cruising engine RPM. I'm not at all sure this fully makes sense, but do they differ between LR and Jag?

[@georgebettiol8338]

Lee was attempting to describe what a technical evaluation had determined - so its not Lee's speculation. However, Lee's description 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.

[@SloverOfTeuth]

@@georgebettiol8338 Thanks. I meant "pure speculation" by me, not by him. I think bending with the consequences as you describe makes much more sense than shear, yes.

[@cameronwood1994]

Certainly LR Time have done a lot of interesting videos on this subject, but I do wonder if the factory bearing clearances have a lot to do with it? On the 2.7L TDV6 the mains should be 0.022-0.040 mm (0.0009-0.0015 in) - I've yet to find the data on the big ends. On the 3.0L TDV6 the mains should be 0.027-0.063 mm (0.0011-0.0025 in) and the big ends a massive 0.047-0.076 mm (0.0019-0.0030 in). On the 3.0L Gen-2 engines (it looks like yours is) the oil pump has a solenoid which reduces oil pressure under light load conditions. I do wonder if this is a contributing factor?

[@anthonycollingridge970]

I've also read Audi have issues with oil pressure reduction at low RPM's (to aid emissions) that is proving fatal to their own current generation of v6 diesel engines. The whole valve train wears prematurely and costs thousands to replace.

[@davidrailton8588]

Same problem with Jags although some have done over 150k miles. Shame brilliant engines to drive. Is there a solution. BHP is 270.

[@Engineersoldinterstingstuff]

4 cylinder 3 litre engine. Not very common elsewhere in modern cars...

[@oliverelliott4453]

Love how many land rover fan boys still blame ford yet land rover used them in the disco 3,4 and 5s. As most normally people know landcruiser are the best 4x4 by far 😜

[@MrSnookerballs]

And the reason for that is they have low horse power for the size of engine.

[@MarkDolan-ke1vk]

Land cruiser is Toyota hhaa

[@quentingarden9520]

You must watch (LR Time) on Sundays, German couple, man and wife, experts on Discovery 3 and 4, especially engines!!!

[@paulhaywood8439]

If you do enough of them you will eventually come across a crank with a radius not an undercut

[@composedlight6850]

The engine is junk ----- as you point out, that central section is so thin, it cant cope with loads.

[@blackvulcan100]

And yet some people tow big loads and they get in excesses of 15000 miles. My theory is that the fault is in the manufacturing of these crankshafts.

[@colinscutt5104]

Please explain the tobacco tin with holes punched in the lid

[@Tigerhitcj]

Yes! This,

[@BarumBTS]

They’re johns old tins from his smoking days, we use them to put small bolts and bits in our washer so we don’t lose any😂

[@colinscutt5104]

@@BarumBTS lol I thought it was going to be more interesting than that

[@catxls1835]

BTW, I'm very interested in the total spend on the M3 so far? I'm sure many other subscribers are interested too.

[@andrewwright1200]

Wasn't there 2 or 3 revisions to the oil pumps on these 2.7/3.0 v6's? Heard of many people upgrading the pumps as standard....

[@bobellisp5]

We all no metal isn't as strong as it used to be. if the crank was made from a stronger material it probably wouldn't oscillates at all..

[@blackvulcan100]

Some people tow heavy loads every day and get very high mileage and yet some people do not tow and the crank still gives up, makes no sense. I still think the fault with the crank is in the manufacturing.

[@matthewjenkins1161]

The Jags are much lighter and nearly always delivering the power through an automatic transmission. Enthusiastic pullaways thorough a clutch in a 2.5T brick don't help, especially when oil changes neglected. Fill will 5w40 to maintain better oil pressure when hot and change every 5.000 miles.

[@5rgs17]

Good video with excellent content. JLR should have kept with BMW engines!

[@chrisbeesley5568]

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

[@neilwharton720]

Every car has its own little problems Audi with there timing chains, guides cam variation getting clogged tap pet rocker bearings failing to bits it goes on and on every make has its own surprises.

[@stevefairbanks835]

BMW, Mini, Vw, Merc, all have issues with timing chains. Not just Audi. Poor maintenance, using the wrong oil and variable servicing are the issues. Change oil at 6k with the correct quality oil, not cheap crap alleviates the issue. As for the rockers, new V6 petrol, piss poor design. Know issue and should be a recall Issued. Disgusting that Audi hasn’t done it. Not to mention the newer engines have variable oil pressure, this is set too low from factory, so this needs to be mapped to correct. Unfortunately a dealership won’t do it. So it’s a good specialist job.

[@petermcilroy3224]

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

[@pam3071]

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

[@garystuart226]

Hi Lee, hope u and the team had a nice bank holiday weekend, regarding this engine , could oil dilution with fuel be another reason for failure please , particularly if short journeys are done and the DPF regeneration program isn’t completed leading to the engine oils viscosity becoming thinner and thinner , ultimately causing damage , hope u didn’t mind me asking but was wondering what ur thoughts were plse , many thks, Gary

[@mrb3483]

so a new Forged crank then??

[@JamesAnderson-kd4to]

This is a Ford engine, designed and built by them.

[@SimonWallwork]

They might have made a better crank if they had put two rods on each journal- V8 style?

[@brettt8246]

Yeah, if it had 90 degrees between the cylinder banks that would work, but it's set up at 60 degrees for a smoother result. The block should've been a bit longer, with a bit more space between the cylinders, and another main bearing put in between the offending big ends. But just trying to get an engine designed for sporty cars to pull more weight with a bigger vehicle AND tow a large weight is the bigger problem

[@paulpotter1041]

If you do that you do not get an even firing order unless the bank angle is 120 degrees.

[@CharlesWright-z3x]

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

[@aussieunclebob4506]

14:12 : "In the piston" It is not a pre combustion chamber, it is a swirl chamber. Take a look at LR TIME, they have an an entertaining channel that includes this this engine.

[@richardhewitt.easyvanlife.6957]

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

[@bigbird2100]

Great video 👍 It's all because you got undeveloped cad designed engines , should be tested in the real world then signed off like they used to do 😊

[@nigelmchugh5541]

Engine boosted by LR to almost twice the original horsepower intended by Peugeot. Fails.

[@georgebettiol8338]

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.

[@johnnie5wreckingyard]

Curious , do you ever do any oil testing for diagnosis ?

[@antonyread5595]

Is this the td v6 engine? I’ve only ever heard bad things about them

[@melvynkersley-nc8fx]

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!

[@happygarage6310]

I don't know when that Peugeot engine was engineered. But back in the 70s, GM tried a small Block V8 gasser turned diesel, which turned out to be a complete turd as well. We all know R&D can cost a mint, but leave the dodgy work to backyard mechanics, we seem to do it best😅

[@danlivermore3459]

Ahh crankshaft whip!! Can't believe they use retro setup!! New engineering sucks!!!

[@davidgerrard8661]

Very interesting lads

[@MarkDolan-ke1vk]

Them rods look week

[@1magnit]

Maybe they used the wrong balance factor?

[@AndyK.1]

The 2.7 LR had less bhp than Jag.

[@petermcilroy3224]

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

[@kiwibobnz9812]

LS swap it