Repair my crankshaft

This site contains affiliate links for which LandyZone may be compensated if you make a purchase.
Cheapest option is to buy a running driving s type or early xf and do the switch yourself, I'm building one myself and can confirm its expensive, doesn't always scrap the block but there's more than a good chance, crankshaft too thin under 7mm in some areas good luck all the best
 
Ford engine, innit?!

It is a very short engine and I think they had to balance the size of the oil feed holes against strength and in reducing the size of the hole setup a situation where the slightest buildup of deposit restricts the oil feed and it overheats with catastrophic consequences.
French originally I believe?
 
Yes made by ford for Landrover, jaguar, citroen, Peugeot apparently so I heard french had input in design wanted it more compact to fit transversely but you hear these things but wouldn't suprise me, Discovery 4 air breather box pictured many more parts like this
 

Attachments

  • 17234757788825208436205800076242.jpg
    17234757788825208436205800076242.jpg
    173.9 KB · Views: 53
Yes made by ford for Landrover, jaguar, citroen, Peugeot apparently so I heard french had input in design wanted it more compact to fit transversely but you hear these things but wouldn't suprise me, Discovery 4 air breather box pictured many more parts like this
PSA designed, built by Ford at DDC under licence - the line was very advanced for it's time (I had a few unofficial 'tours' thanks to a mate who was a maint. supervisor at DDC, later plant maintenance manager for JLR in Wolverhampton) The design compromise is/was, the block is too short for what Ford & LR wanted, which basically meant that everything was reduced into a smaller length block, this was due to PSA wanting to use it in transverse configuration - for those that don't know, the most expensive part of a vehicle to develop is the floorpan, PSA were unwilling to redesign and re-test and have a car that was wider, 'just' to accommodate LR's engineering requirements... I've no idea who's pockets the compromise hit when it became apparent that a combination of design, usage, servicing & drive cycle could have a negative impact upon longevity.
 
Last edited:
Did you get me a price
Sorry, asked the boss again today - he's not keen in tying up a lift for a week as well as transferring parts from one 'used' engine to another, given LR's ongoing parts supply issues should we need to get gaskets etc. So in his words, we'll have to let this one go....
 
I had two from new - technically I've still got one of 'em as my lad still hasn't paid me for it...
I own two L322s, my wife has a D4 and my brother is still driving the Sport we went halves on to turn a profit.
Therefore I "technically own" 3.5 LRs. Absolutely NOT a brag, that's the realisation that I need to thin the herd before disaster strikes my wallet! (Again).
 
Really? My son in law had a Jag with the AJV8 engine, nothing but trouble, eventually a Nikasil coating failed and it was deemed beyond repair.

That was the early one. Plagued by throttle body issues and chain tensioner failures. All sorted by early 2001 after which it is another Jag classic. Coolant pipe across the V at the back gets very hot in Range Rovers and can fail according to our 'enry on here.
 
Back
Top