NeoX

NeoX

Member
The engine light appeared on my Land Rover Discovery (2018) accompanied by an atypical engine sound. I took it to the garage and they noted that it was consuming excessive oil. They assessed it and initially warned that the timing chain or the entire engine may need to be replaced. They then sent the following recommendation:
We checked the defaults in the car and there was a DTC on the camshaft sensor, which is not working as it should be. That is why the engine light was on and it runs irregularly. The sound you hear is the timing chain.

We topped up the oil in the car, so it is using more oil than it should be. Because this is the second time it could be that there is some wear in the engine.

Our advice is to start with replacing the timing chain, camshaft sensors, and the NOx sensor.
Click to expand...
I'm still awaiting a quote for this, but does anyone have any experience in this, or should I consider a second opinion? Should I ask what the DTC code is?
 

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I would assume the DTC is for camshaft/cam chain out of phase, i.e. the chain is worn
if the engine is the 2 L have a Google for Ingenium chain wear
 
sierrafery said:
Yes, you definitely should or get a second opinion anyway cos they seem to be confused if it's a belt or a chain


then
Click to expand...
I have requested the DTC code from them. I expect I will have it later today.

I also suspect that was my error mentioning the timing belt. I corrected it a few minutes after you edited your message (before I saw it).

So, I'll see where they say and update here later.
 
I've received the DTC code - it is P0341-91 which I understand is the camshaft position (CMP) sensor A. So, would their advice to replace the timing chain, camshaft sensors, and the NOx sensor be appropriate?
 
NeoX said:
I've received the DTC code - it is P0341-91 which I understand is the camshaft position (CMP) sensor A. So, would their advice to replace the timing chain, camshaft sensors, and the NOx sensor be appropriate?
Click to expand...
Speak to MDRS Automotive, they seem so to lots of the ingenium motors with timing chain issues.
 
sierrafery said:
I'd say that it's a bit too much, here is what LR sais about that code in the WSM

View attachment 325440
Click to expand...
Thanks for that. I take it this document is not in the public domain as I can't find it anywhere online? Reason being, I'm in the Netherlands, and I expect the Dutch garages use a Dutch version of this document. English is fine if I present it to them, but I'd need to know the name of the document and exactly what vehicle(s) it applies to as I understand the action can be different for different vehicles with the same DTC code. If you could help out with this, that would be very much appreciated.

Judging from the garage's email, I believe they recommended replacing the timing chain because of the noise that was reported when the oil was low. I'm not sure how they checked this, though.

lynall said:
Speak to MDRS Automotive, they seem so to lots of the ingenium motors with timing chain issues.
Click to expand...
I'm based in the Netherlands. While it is potentially possible to take the Land Rover over to the northeast of the UK (as I go to London every week anyway, but normally by plane), it would be easier if I can deal with it locally. Are MDRS Automotive active on this forum by any chance - perhaps I could email them to have a look at this thread?

Breakdown today​

Perhaps unrelated, but my car broke down today. It kept stalling when I stopped at traffic lights and would only restart with throttle applied which was accompanied by a knocking sound which stopped once the engine was running. The mechanic said that the throttle mixture may be faulty - he was unable to access it in the engine as it's encased. I therefore had the car towed to the garage and I'll be contacting them tomorrow to get everything fixed.

I also told the roadside assistance mechanic about the timing chain and high oil consumption issue, and he suggested that the high oil consumption could be due to worn pistons or something else in the engine - and that this may require an engine rebuild to fix. He said that the low oil may have just revealed the timing chain issue by causing the noise due to it being slightly loose from being worn and therefore slightly elongated.

Any theories on the above would be much appreciated before I compose my email to the Land Rover garage.
 
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It's certainly an Ingenium 2L diesel, so I suspect the 'I4' is correct then. Thanks.

This is the email I've drafted so far:
Unfortunately, the car broke down today. It kept stalling when I stopped at traffic lights and would only restart with throttle applied which was accompanied by a knocking sound which stopped once the engine was running. The car was towed away, and it will be brought to you this week.

So, there appears to be four problems:
  1. High oil consumption.
  2. DTC P0341-91 – camshaft position (CMP) sensor A. I assume this is unrelated to the timing chain issue, but it is what caused the engine light to come on, correct?
  3. Timing chain – I take it this was apparent due to the low oil. How were you able to determine it was the timing chain? Did you check it for wear?
  4. Stalling of the engine when idle.
Would I be correct in assuming that all four problems are unrelated to each other?
Click to expand...

Reasonable email?
 
Received bad news today. The garage did a full diagnostic of the engine, and found metal shards in the oil filter which indicates an major engine failure. They said it needs a new engine.

I bought the car in June 2023, so I have emailed the dealership I bought it from (DV Trading) to ask them to cover the costs under the legal guarantee (Dutch Civil Code, Article 7:17).
 
lynall said:
Speak to MDRS Automotive, they seem so to lots of the ingenium motors with timing chain issues.
Click to expand...
I spoke to Dave at MDRS yesterday and he said he can do me a reconditioned engine including a twin turbo for £12k. By reconditioned, it's only the block that is from the original engine. Everything else is new. And he also said that upgraded parts are used so that it's actually better than a new engine from the manufacturer which he said are "garbage".

This seems like a much better option than paying upwards of €20k that the Dutch garage estimated for a brand new engine from the manufacturer (not even including a turbo).

I just need to get the car from the Netherlands to the northeast of England which I can arrange.
 
NeoX said:
I spoke to Dave at MDRS yesterday and he said he can do me a reconditioned engine including a twin turbo for £12k. By reconditioned, it's only the block that is from the original engine. Everything else is new. And he also said that upgraded parts are used so that it's actually better than a new engine from the manufacturer which he said are "garbage".

This seems like a much better option than paying upwards of €20k that the Dutch garage estimated for a brand new engine from the manufacturer (not even including a turbo).

I just need to get the car from the Netherlands to the northeast of England which I can arrange.
Click to expand...
I read quite a few good things about them.

Trade name for the Ingenium is Ingeniboom!
 

Independent report​

I've received an independent informal report from the authorised dealership where the car is currently situated, and they told me that when they checked the oil in March, it was significantly below the minimum and they had to add 4 litres of oil. They therefore believe that significant engine wear had already occurred by that point even though there was no external oil leakage.

They also noted that during the service that was carried out a year before I purchased the vehicle, Texaco Havoline ProDS V 5W-30 oil was used instead of the 0W-30 oil that meets Jaguar Land Rover STJLR.03.5007 and ACEA C2 standards. They stated that Texaco Havoline ProDS V 5W-30 does not comply with Jaguar Land Rover STJLR.03.5007 and is an ACEA C3 oil. ACEA C2 oils are thinner and specifically designed for engines that require lighter oils for proper function. Using a thicker C3 oil can reduce lubrication efficiency in certain engine components, potentially causing additional wear over time. In their view, the wrong oil was used during the service, with all the associated consequences.

I believe that this may allow me some recourse with the seller because Dutch law states that if a defect exists within the first 12 months of purchasing an item, then it is deemed that this defect existed at the time of purchase, and the above indicates that there was indeed a defect that led to the engine failure, as confirmed by an independent expert.

Engine quotes​

Besides MDRS Automotive who quoted me £12k for a remanufactured engine including twin turbos, I contacted Bullevard (not far from where I live in the Netherlands) who quoted me €15k for a remanufactured engine not including turbos. Transport to the UK would be upwards of £1500, so the more local option might be better, especially if I can barter them down closer to the MDRS price. I've also contacted Dieselheads in Essex about an engine rebuild.

The authorised dealership where my car currently is have quoted €23,187 for a brand new engine plus turbo and diesel particulate filter. They only quoted for a single turbo while MDRS seemed to think my car is a twin turbo based on checking the chassis number. So, I need to figure out why this discrepancy.
 
NeoX said:

Independent report​

I've received an independent informal report from the authorised dealership where the car is currently situated, and they told me that when they checked the oil in March, it was significantly below the minimum and they had to add 4 litres of oil. They therefore believe that significant engine wear had already occurred by that point even though there was no external oil leakage.

They also noted that during the service that was carried out a year before I purchased the vehicle, Texaco Havoline ProDS V 5W-30 oil was used instead of the 0W-30 oil that meets Jaguar Land Rover STJLR.03.5007 and ACEA C2 standards. They stated that Texaco Havoline ProDS V 5W-30 does not comply with Jaguar Land Rover STJLR.03.5007 and is an ACEA C3 oil. ACEA C2 oils are thinner and specifically designed for engines that require lighter oils for proper function. Using a thicker C3 oil can reduce lubrication efficiency in certain engine components, potentially causing additional wear over time. In their view, the wrong oil was used during the service, with all the associated consequences.

I believe that this may allow me some recourse with the seller because Dutch law states that if a defect exists within the first 12 months of purchasing an item, then it is deemed that this defect existed at the time of purchase, and the above indicates that there was indeed a defect that led to the engine failure, as confirmed by an independent expert.

Engine quotes​

Besides MDRS Automotive who quoted me £12k for a remanufactured engine including twin turbos, I contacted Bullevard (not far from where I live in the Netherlands) who quoted me €15k for a remanufactured engine not including turbos. Transport to the UK would be upwards of £1500, so the more local option might be better, especially if I can barter them down closer to the MDRS price. I've also contacted Dieselheads in Essex about an engine rebuild.

The authorised dealership where my car currently is have quoted €23,187 for a brand new engine plus turbo and diesel particulate filter. They only quoted for a single turbo while MDRS seemed to think my car is a twin turbo based on checking the chassis number. So, I need to figure out why this discrepancy.
Click to expand...
Do not confuse viscosity/thickness with ACEA ratings, two totally different things, ie you can have thicker C2 than C3 and vice versa.

C2 spec oil must be for older DPF equipped cars as ACEA ratings are now up to C6.

Copied and pasted from Opie oils website.​

​

ACEA C1 - OBSOLETE - Withdrawn by ACEA​

Largely based on the ACEA A5/B5. Strict limitation of SAPS content. Low HTHS viscosity of >2.9 mPas.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines requiring low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9 mPas. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Shop For ACEA C1 Spec Car Engine Oil

ACEA C2​

Same as C1 but with somewhat higher SAPS content permissible (as with C3).

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Shop For ACEA C2 Spec Car Engine Oil

ACEA C3​

Same as C2 except for HTHS > 3.5 and without Fuel Economy performance.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.

Shop For ACEA C3 Spec Car Engine Oil

ACEA C4​

Same SAPS content as C3, HTHS viscosity as C1.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5 mPa.s. These oils will increase the DPF and TWC life

Shop For ACEA C4 Car Engine Oil

ACEA C5​

ACEA C5 oils are high performance, lower SAPS lubricants.
The primary goal of ACEA C5 oils is increased fuel economy in high performance petrol and diesel engines in passenger cars where advanced after-treatment systems such as Diesel Particulate Filters and Three Way Catalysts are used. HTHS viscosity must be in the range 2.6 to 2.9mPa.s (i.e. low) - typically SAE 0W-20 or 5W-20 and made with Group III base oils.
Shop For ACEA C5 Car Engine Oil

ACEA C6​

ACEA C6 adds eight tests, which build on the performance levels set by ACEA C5, whilst introducing new fuel economy testing. The added tests focus on Low Speed Pre-Ignition (LSPI), Turbo Charger Wear and Turbo Charger Compression Deposit (TCCD) protection.

ACEA C6 ensures compatibility with certain emission control systems, by demanding particular mid-SAPS properties. Intended for use where advanced aftertreatment systems such as DPFs and TWC are used, in high performance petrol and light duty diesel engines with extended service intervals. ACEA C6 oils feature a low minimum HTHS viscosity of 2.6mPa.s.
 
lynall said:
Do not confuse viscosity/thickness with ACEA ratings, two totally different things, ie you can have thicker C2 than C3 and vice versa.

C2 spec oil must be for older DPF equipped cars as ACEA ratings are now up to C6.

Copied and pasted from Opie oils website.​

​

ACEA C1 - OBSOLETE - Withdrawn by ACEA​

Largely based on the ACEA A5/B5. Strict limitation of SAPS content. Low HTHS viscosity of >2.9 mPas.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines requiring low friction, low viscosity, low SAPS oils with a minimum HTHS viscosity of 2.9 mPas. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Shop For ACEA C1 Spec Car Engine Oil

ACEA C2​

Same as C1 but with somewhat higher SAPS content permissible (as with C3).

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines designed to be capable of using low friction, low viscosity oils with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF and TWC life and maintain the vehicles fuel economy.

Shop For ACEA C2 Spec Car Engine Oil

ACEA C3​

Same as C2 except for HTHS > 3.5 and without Fuel Economy performance.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will increase the DPF and TWC life.

Shop For ACEA C3 Spec Car Engine Oil

ACEA C4​

Same SAPS content as C3, HTHS viscosity as C1.

Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and petrol engines requiring low SAPS oil with a minimum HTHS viscosity of 3.5 mPa.s. These oils will increase the DPF and TWC life

Shop For ACEA C4 Car Engine Oil

ACEA C5​

ACEA C5 oils are high performance, lower SAPS lubricants.
The primary goal of ACEA C5 oils is increased fuel economy in high performance petrol and diesel engines in passenger cars where advanced after-treatment systems such as Diesel Particulate Filters and Three Way Catalysts are used. HTHS viscosity must be in the range 2.6 to 2.9mPa.s (i.e. low) - typically SAE 0W-20 or 5W-20 and made with Group III base oils.
Shop For ACEA C5 Car Engine Oil

ACEA C6​

ACEA C6 adds eight tests, which build on the performance levels set by ACEA C5, whilst introducing new fuel economy testing. The added tests focus on Low Speed Pre-Ignition (LSPI), Turbo Charger Wear and Turbo Charger Compression Deposit (TCCD) protection.

ACEA C6 ensures compatibility with certain emission control systems, by demanding particular mid-SAPS properties. Intended for use where advanced aftertreatment systems such as DPFs and TWC are used, in high performance petrol and light duty diesel engines with extended service intervals. ACEA C6 oils feature a low minimum HTHS viscosity of 2.6mPa.s.
Click to expand...
I checked the specs for the Texaco Havoline ProDS V 5W-30 oil versus those that meet the STJLR.03.5007 specification (such as these), and these are the results:
OilKinematic viscosity at 40°C (mm²/s)Kinematic viscosity at 100°C (mm²/s)
Texaco Havoline ProDS V 5W-306611.8
Castrol EDGE Professional E 0W-30529.8
PETRONAS Syntium 7000 FJ 0W-309.7
Total Quartz Ineo First 0W-3050.19.8
Millers Oils XF Premium C2 ECO 0W-309.7
Shell Helix Ultra Professional AJ-L 0W-30529.8
Mobil Super 3000 Formula F 0W-3044.79.6
Total Quartz Ineo FDE 0W-30459.5
Comma Eco-FE Plus 0W-30509.7

For convenience, I've attached all the specs of these oils. It seems that the Texaco one that was used is indeed thicker than all the others (as confirmed by ChatGPT - scroll halfway down). The 0W vs 5W also indicates that the Texaco oil is thicker in winter.
 

Attachments

  • TDS_TotalEnergies_Quartz-Ineo-FDE-0W-30_ERO_202206_EN.pdf
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  • Eco-FE Plus 0W-30.pdf
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  • Castrol-EDGE-Professional-E-0W-30.pdf
    42.5 KB · Views: 44
  • Texaco Havoline ProDS V 5W-30.pdf
    131.9 KB · Views: 33
  • MOBIL-SUPER-3000-FORMULA-F-0W-30.pdf
    87.9 KB · Views: 36
  • Shell-Helix-Ultra-Pro-AJL-0W30-TDS.pdf
    88 KB · Views: 33
  • XF-Premium-Engine-Oil-C2-ECO-0w30.pdf
    374.1 KB · Views: 29
  • TOTAL-QUARTZ-INEO-FIRST-0W-30.pdf
    3.2 MB · Views: 325
  • PETRONAS SYNTIUM 7000 FJ 0W-30_PDS.pdf
    186 KB · Views: 41
NeoX said:
I checked the specs for the Texaco Havoline ProDS V 5W-30 oil versus those that meet the STJLR.03.5007 specification (such as these), and these are the results:
OilKinematic viscosity at 40°C (mm²/s)Kinematic viscosity at 100°C (mm²/s)
Texaco Havoline ProDS V 5W-306611.8
Castrol EDGE Professional E 0W-30529.8
PETRONAS Syntium 7000 FJ 0W-309.7
Total Quartz Ineo First 0W-3050.19.8
Millers Oils XF Premium C2 ECO 0W-309.7
Shell Helix Ultra Professional AJ-L 0W-30529.8
Mobil Super 3000 Formula F 0W-3044.79.6
Total Quartz Ineo FDE 0W-30459.5
Comma Eco-FE Plus 0W-30509.7

For convenience, I've attached all the specs of these oils. It seems that the Texaco one that was used is indeed thicker than all the others (as confirmed by ChatGPT - scroll halfway down). The 0W vs 5W also indicates that the Texaco oil is thicker in winter.
Click to expand...
What I was trying to say was acea numbers have no bearing on the oils thickness, I was trying to stop you making that your whole argument with the garage in case they pick up on it.

Bear in mind no one is going to want to pick up the bill for a new/recon engine, over here the slightest discrepancy will get the claim thrown out, most UK car warranties are not worth the paper they are written on.

You are lucky with the 12 month timescale, in the UK we get 6 and then it will be a battle.
 
lynall said:
What I was trying to say was acea numbers have no bearing on the oils thickness, I was trying to stop you making that your whole argument with the garage in case they pick up on it.

Bear in mind no one is going to want to pick up the bill for a new/recon engine, over here the slightest discrepancy will get the claim thrown out, most UK car warranties are not worth the paper they are written on.

You are lucky with the 12 month timescale, in the UK we get 6 and then it will be a battle.
Click to expand...
Courts are pragmatic. If there's a mistake or gap in evidence, it will be disregarded unless it can be corrected quickly. And a mistake like this in a letter at this stage wouldn't later jeopardise a court case. At worst it might mean costs are not awarded if the plaintiff could convince the judge they would've settled earlier.

Mistakes in process could get a case thrown out if it frustrated the process or put the plaintiff at a disadvantage.

I've used warranties in the UK many times. Never had a problem where they've not been exercisable. Courts consider the Consumer Rights Act and will enforce it if it goes that far.

In my case, I think it will be a battle and a costly one, but the independent report is critical, and I have that at my disposal. Worst case, I might settle for 50/50 out of court, but I'll see how they respond first. I'll be sending the letter this week. I'm just waiting for them to confirm that they ensured the car had the correct amount of oil when I bought it.
 
NeoX said:

Engine quotes​

Besides MDRS Automotive who quoted me £12k for a remanufactured engine including twin turbos, I contacted Bullevard (not far from where I live in the Netherlands) who quoted me €15k for a remanufactured engine not including turbos. Transport to the UK would be upwards of £1500, so the more local option might be better, especially if I can barter them down closer to the MDRS price.
Click to expand...
Further to the above, Bullevard are now willing to throw in four new injectors for the same total price (€15k). I also learned that the car is a single turbo which brings MDRS Automotive's quote down a bit.

So, now, I have two quotes for a remanufactured engine:
  • MDRS Automotive: £10,500 including turbo plus transport (~£1500). Total: ~£12,000
  • Bullevard: €15,000 including injectors. Total in GBP: ~£12,500
Bullevard's remanufactured engine includes the following upgraded parts: cylinder wall, pistons, piston rings, timing belt, timing chain, variable timing sprocket. I haven't asked MDRS, but I expect theirs are similar.

I've now had three opinions on the injectors and turbo:
  • Bullevard said that it is important to replace the injectors (especially with 127,000 km on the clock) as degraded injectors could damage the engine. They told me this is not the case for a turbo and that they can just swap the turbo later if it becomes faulty. They said the turbo is probably OK now.
  • MDRS and Romijn on the other hand said the opposite - that the injectors will likely be fine, but it is highly likely the turbo will need to be replaced.
  • Romijn (the authorised dealership in the Netherlands where the car currently is) told me that it is highly likely the turbo needs to be replaced if the engine failed due to low oil (same outcome, different reason to MDRS). They also said that the diesel particulate filter may need to be replaced while MDRS said the opposite - that it will be fine. Bullevard said they can test it and replace only if damaged.
I've tabulated these opinions below for ease of reading:
MDRS AutomotiveBullevardRomijn Den Haag
InjectorsNo issues expected.Important to replace as will damage engine if degraded.No issues expected.
TurboShould probably be replaced at current mileage.Will test but should be fine. Can replace later if it fails. Will not damage engine.Will likely need to be replaced due to low oil.
Diesel particulate filterNo issues expected.Will test and replace only if damaged.Will need to be cleaned or replaced due to excessive oil consumption.
 
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NeoX said:
Further to the above, Bullevard are now willing to throw in four new injectors for the same total price (€15k). I also learned that the car is a single turbo which brings MDRS Automotive's quote down a bit.

So, now, I have two quotes for a remanufactured engine:
  • MDRS Automotive: £10,500 including turbo plus transport (~£1500). Total: ~£12,000
  • Bullevard: €15,000 including injectors. Total in GBP: ~£12,500
Bullevard's remanufactured engine includes the following upgraded parts: cylinder wall, pistons, piston rings, timing belt, timing chain, variable timing sprocket. I haven't asked MDRS, but I expect theirs are similar.

I've now had three opinions on the injectors and turbo:
  • Bullevard said that it is important to replace the injectors (especially with 127,000 km on the clock) as degraded injectors could damage the engine. They told me this is not the case for a turbo and that they can just swap the turbo later if it becomes faulty. They said the turbo is probably OK now.
  • MDRS and Romijn on the other hand said the opposite - that the injectors will likely be fine, but it is highly likely the turbo will need to be replaced.
  • Romijn (the authorised dealership in the Netherlands where the car currently is) told me that it is highly likely the turbo needs to be replaced if the engine failed due to low oil (same outcome, different reason to MDRS). They also said that the diesel particulate filter may need to be replaced while MDRS said the opposite - that it will be fine. Bullevard said they can test it and replace only if damaged.
I've tabulated these opinions below for ease of reading:
MDRS AutomotiveBullevardRomijn Den Haag
InjectorsNo issues expected.Important to replace as will damage engine if degraded.No issues expected.
TurboShould probably be replaced at current mileage.Will test but should be fine. Can replace later if it fails. Will not damage engine.Will likely need to be replaced due to low oil.
Diesel particulate filterNo issues expected.Will test and replace only if damaged.Will need to be cleaned or replaced due to excessive oil consumption.
Click to expand...
I've now received opinions from all three garages, and have updated the table in my post above.

I'm quite concerned that MDRS and Romijn said the injectors will be fine and the turbo will likely need to be replaced while Bullevard said the opposite - that the injectors will need to be replaced and the turbo will likely be OK.

I'd really like to get the advice or opinion of members here because I need to make a decision as to which garage to use before any will be able to open up the engine and check any of these components.

Bullevard have made an offer to supply the engine with injectors for €15k (originally offered without injectors), so I don't think they'll reduce the price if I don't want injectors. They offered this when I showed them MDRS's offer which includes a turbo. So, I don't think Bullevard would be willing to swap the injectors for the turbo in their offer.

Thanks in advance for any help anyone can give.
 
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