D4 - Are they worth the risk?

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Found the report again of a guy getting a full engineering report on his failed D4 engine

Alas above my pay grade and know u guys have a lot more mechanical engineering knowledge than myself

Question 1: "Is there a fault in the car LAND ROVER DISCOVERY 4,".

Vehicle LAND ROVER DISCOVERY 4, to be in inoperable state due to engine failure. The
following defects are revealed:

- presence in oil of small metal inclusions formed by the process of mechanical friction;
- teaser and discolourations on and crankpins of the crankshaft, the crankshaft traces overheating
(buccal) in the region of the cylinder 2 and 5;
- welding by friction liner rod of the second cylinder.

- all indigenous damaged liners, the worn out portion of the internal and external, which is
adjacent to the block and closures of wear and scuffing does not except the liner third crank journal.
Insert a third crank journal (which is attached to the cylinder block) has a strong wear of the inner
surface and the part where the locking is completely split off. There is a deformation (flattening) radical
loose leaves in consequence of shock loads.

Question 2: "What is the cause of a fault in the car LAND ROVER DISCOVERY 4,

The short length of the crankshaft, and consequently narrow and crankpins result in high loads
on the liners. Narrow cheeks of the crankshaft through which pass yet drilling the oil supply lead to
high torsional loads on the crankshaft during operation and the stress concentration at the narrowest

As a result of the engine, in consequence of the action on it of high torsional oscillations
perenagruzhaet radical loose, causing them to rotate. In the test engine was a displacement of the
insert with its indigenous partial destruction (split off the part where the liner disposed locking). The
displacement in turn led to the partial overlapping of oil supplying to the channel crankpin second
cylinder. overlap oil supplying channel result was a drop in oil pressure, and as a consequence of oil
starvation rod liner
I reckon that has been translated from chinesium!
I sort of, get what they are saying, but it is guess work.
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My uneducated guess on the crank issue.. slight tolerance in the manufacturing of the crank.. in the right conditions, the piston gets hammered too hard and the rest of the crank can't keep up
My uneducated guess on the crank issue.. slight tolerance in the manufacturing of the crank.. in the right conditions, the piston gets hammered too hard and the rest of the crank can't keep up
I reckon it is an injector issue.
On the D3 you can measure injector offset at idle to see which is doing the least/most work ie worn out, on the 3.0 I believe you cannot, so you could have a situation where one cylinder is working extra hard to carry a seriously under contributing one, this then takes the hard working cylinder outside its safe operating zone, this will also overload that crank journal.

Give it a month or two and the cranky twins will be saying the same thing!

100k and most light duty diesel common rail injectors will need some attention or replacing, not cheap so no one does it.
Yet they claim they know better about the 'correct' specification of engine oil for Lion engines.... Better than the whole development departments of PSA & Ford, with their engineering qualifications, and other bits of paper that say they know their onions.... So yes, these days opinions, if on Youtube, seem to trump actual documented, tested and proven 'facts'.

Ford who are not good engine designers compared to other companies.

And almost certainly things like emmisions and fuel consumption cause running at the thinner end of recommendations.

That said I had one car, Esso 20-50 fine, other brands, burnt it. So even though I could get a decent 20-50 I continued with Esso due to quality.

Tuned Rootes 1600