I am getting very paranoid thinking my crank may fail at any time. As mine does not have a full device history so not sure what it’s had done and when...

Does anyone know of there is anything that can be done to prevent the crank from failing?

Thx

Yes buy a Supercharged, otherwise it's probably pot-luck.

Cheers
Col

Pray!!!  2003 BMW M5 - 5 Litres of V8 Optimax Slurping Goodness in Carbon Black

2013 SDV6 HSE Black Edition- Orkney Grey with Ebony & Ivory. LR Facelift RAI, Genuine G4 Expedition Rack, 4x Warn SBD-160 Spotlights, Warn 9.5XPS Winch, Mantec Underbody Protection and Sump Guard, Full Easy Lift Suspension Module, LR Light Guards, Light Force HTX230 Hybrid spotlights, 18” Compomotive PD1881 on 265/65/18 BF Goodrich KO2, ARB fridge, TuffTrek awning 😎

Taken from another forum may use.


1. Do a proper FULL auto gearbox flush ideally every 60’000 to 80’000km. NB: We are talking here about a full flush with a proprietary autobox flushing machine . This will prevent TC shudder.


2. Have the front balancer checked for running true at 100’000km intervals or whenever changing the Poly-V belt. If any - even slight wobbling is observed, replace immediately.

3. Replace the oil pump at each cambelt change, this will go a long way to prevent bearing rotation.

4. If there is any misfire on the engine, get injectors checked and if one or more are faulty, replace them as a set. Do not fiddle with replacing individual injectors. This could contribute to engine vibrations.


The above points are no ironclad guarantee that the crank will not fail. However the fact that the SDV6 with the 8-speed gearbox seems to be mostly immune to crank failures is a ray of hope, that with the above precautions we can drastically reduce the possibility of failure.

The problem I see here is, the ones that snap are not even getting to that mileage one appears to be as low as 16k.

Cheers
Col

It’s a tricky one isn’t it? Most V6 diesels won’t fail, many reaching very high mileage without a problem but there are enough that do suffer the fault to make it a significant worry for all owners. In many ways, it would be easier to determine a definitive cure if all LR V6 diesels died as a result of a failed crankshaft but as it is, most go through their life without issue.

If it was just down to spinning shells or incorrect assembly, you’d think this problem would be well and truly sorted by now, a long time dead. But the truth is, it’s still happening so honestly, do LR themselves really have a clue why it is happening and have a genuine preventative measure?

L r there preventive measure
Simple you got buy a new engine
A complete shambles
You can still get cranks for every
Car on the planet
APART FROM WORLDWIDE L R

there is no way to predict this failure, nor a way to prevent it.

We have seen reports of brand new engines failing at 10,000miles, to one I just saw now at 231Kkm in NZ.

LR claim they fixed the issue from MY12, but we all know this is BS since we have also seen reports of MY14, 15, and 16 engines failing.


As Col said, the only guarantee you have is to go petrol  --
2010 Defender Puma 90 + BAS remap + Alive IC + Slickshift + Ashcroft ATB rear
2015 Range Rover Sport Supercharged V8 HSE Dynamic



Defender Puma Workshop Manual: https://bit.ly/2zZ1en9
Discovery 4 Workshop Manual: https://bit.ly/2zXrtKO
Range Rover/Sport L320/L322/L494 Workshop Manual: https://bit.ly/2zc58JQ

So it is a matter of when not if..? Do we know what causes the failure? Sen a couple of posts suggesting oil starvation..?

Buckster wrote:

Pray!!!

+
Join the Magic Circle  In Spain - 2018 F Pace - Frightened away from the Sports due to crank failures
Gone - A couple of RRS, A couple of Disco's. However thinking of another Sport.

Before my suggestion I will point out I am running petrol supercharged..

I would put a fair wager on the fact that all the failed crankshafts have in general been subject to cold start racing... cold engine, metal shrinks when cold, expands when hot, so when cold the clearance between block and shell bearing is just that little bit more, then subject the engine to high throttle, boost, load and the pistons run extra pressure on crank journals, remember the clearance is still slightly greater, and the shell rotates blocking off the oil ways... BANG! 5.0 Ltr Superchrged RRS2, Chile Red, Sideways out of junctions!
TDV8 HST Stornaway on a 08.. remapped.. now gone and replaced, was a mighty fine car..
4.2 SC First Edition when they first came out, quick car!

Andrew.
I can see where you are coming from, however I thought that the later engines had tabbed bearing shells to stop rotation.

From the Disco Forum
https://www.disco3.co.uk/forum/topic140879.html In Spain - 2018 F Pace - Frightened away from the Sports due to crank failures
Gone - A couple of RRS, A couple of Disco's. However thinking of another Sport.

That seems to be discussing 2.7l main bearings, I thought the failure issue was with the conrod bearings? MY2016 HSE D SDV6 - gone due to fuel dilution problems.

By the age of 50 you have the face you deserve - George Orwell.

I personally believe that uncompleted DPF regens, wrong oil (the right one is a 5W30 c1 or c2) and/or oil dilution are important factors for crank seizures.
If you are not running the car permanently on the highway for substantiaal distances, you'd better change oil every 3000 miles. RRS 3.0 SDV6 HSE Lux
RRS 3.0 TDV6 gone
LR 3 HSE V8 gone
DiscoveryII V8 Gone
Discovery 1 V8 Gone
Mustang Shelby
Alfa Guilia (classic)

the ZA and OZ-spec SDV6 did not have the DPF, so your argument is invalid for those markets. It may still be a factor for EU-spec though  --
2010 Defender Puma 90 + BAS remap + Alive IC + Slickshift + Ashcroft ATB rear
2015 Range Rover Sport Supercharged V8 HSE Dynamic



Defender Puma Workshop Manual: https://bit.ly/2zZ1en9
Discovery 4 Workshop Manual: https://bit.ly/2zXrtKO
Range Rover/Sport L320/L322/L494 Workshop Manual: https://bit.ly/2zc58JQ