That rings a bell!
That rings a bell!
Nodge68
Well-Known Member
The crankshaft can snap, even if the oil pump is fine. All cranks snap in the same place, right where the crank pin intersects with the web. This can only be down to a stress raiser, most likely due to a badly formed radius. In the past, all cranks had rolled filet radii. This results in minimal stress raisers, and a long crankshaft life, even on cast iron and hard abuse. Sadly mass produced crankshafts no longer use rolled filet radii, manufacturers preferring to simply grind and harden a forging. This has led to an increase in crank failure, especially where the manufacturer has used light weight cranks.
If these crankshafts were given a proper rolled filet radius, then fatigue failure would reduce considerably. This wouldn't fix the bearing rotation issue, but increasing the "crush" fit would. Adding tabbed bearings might help, but tabs are designed for location in assembly, not stopping rotation, although obviously it's going to help.
If these crankshafts were given a proper rolled filet radius, then fatigue failure would reduce considerably. This wouldn't fix the bearing rotation issue, but increasing the "crush" fit would. Adding tabbed bearings might help, but tabs are designed for location in assembly, not stopping rotation, although obviously it's going to help.
norseman
Well-Known Member
'Oh yes, I can believe that. Just as LR were originally pretending there wasn't an issue with liners slipping on P38 RV8's.
When I had the problem with my 3.9 back in 2002 main stealers were still treating the issue as a head-gasket issue
Datatek
Well-Known Member
My son in law had plenty of problems with the Jag V8 in his Jag to the extent that he got rid of the bloody thing.
300bhp/ton
Well-Known Member
Curious, but what issues? As a rule the AJV8 has been very good. Early ones had some issues with the timing gears iirc and very early ones used Nikasil lined bores (like BMW, Merc, Porsche and others did). Which had some problems with the lining wearing off due to the fuel available at the time. They aren't really know for many major issues.
The biggest issue is mpg. The D3/RRS weigh quite a bit more than previous generations and mpg suffered. I recall reading a Motor Trend (USA magazine) about the 4.4 LR3 and their biggest complaint was the amount of fuel it used. I think they where averaging 14mpg (US gallons).
Henry_b
Think outside, no box required.
If it was a 3.2 or 4.0 then it could of had nikasil liner issues and/or guide rail failure.
However after 2001 the engines internals were reworked into arguably the best V8 ever fitted to Jag and Land rover.
What model Jag was it?
The TDV8 is not a great engine.
Turbos
Egrs
Head gaskets
I've had a few in the workshop.
Wouldn't touch then with a barge pole.
Got the AJV8 in my 4.0 Jag and it is awesome. Utterly reliable and quiet until you plant your foot and then it takes off. A colleague followed me once and I planted my foot to overtake on a bypass. He said it was like watching Knight Ryder. He thought everything had stopped except me. F*ck knows how the supercharged version goes.
Datatek
Well-Known Member
The car was a Jag 2 seater coupé. Driving it down to my place it suffered slight overheating, when he arrived he got out of the car, the door swung shut and the car promptly locked itself with the keys inside. I don't know all the history but the last straw was when a piston met the valves
Henry_b
Think outside, no box required.
Henry_b
Think outside, no box required.
An early 4.0.The car was a Jag 2 seater coupé. Driving it down to my place it suffered slight overheating, when he arrived he got out of the car, the door swung shut and the car promptly locked itself with the keys inside. I don't know all the history but the last straw was when a piston met the valves
