Having been a happy D4 TDV6 owner for several years I am now looking to move to a RRS as the D4 is getting a bit old and so am I and the extra comfort of a RRS is becoming of interest.

I am very well informed about the diesels and their potential problems connected to spun bearings or weak turbos. But the other day I stumbled upon a low mileage MY2014 L494 3l Petrol. And to be honest I haven't heard much about these engines. What are the weak points here? Fuel mileage and economy?

The Australians should be able to tell you.
Didn’t get them in the UK or USA

Intriguing, I must say. So there seems to exist this rare car in Sweden. I never knew that 3l petrol was available. When I check the ad and the registration data with the transportation authorities, both state the same 3l petrol. The company that sells it is some ways away from home but now I really want to see this car in person and hear the explanation to this mystery.

Might be worth asking on the USA site https://www.rangerovers.net/forums/range-rover-sport-ii-l494.43/ 2023 P440e SE Dynamic on order -cancelled

2022 HSE Dynamic P400e

2017 Discovery 3.0 HSE Silicon Silver Nimbus interior and a few extra toys SOLD

2013 HSE Black, Orkney Grey, Ebony Seats and Ivory Interior SOLD

2006 HSE

Plus a few other cars inbetween!

The 3L SCV6 is basically the AJV8 with two cylinders blanked off.

So it's a solid, reliable engine, but it tends to get around the same consumption as the 5L, because people tend to drive it harder to get the performance out of it.

It was also fitted to the Disco4 when the 5L NA V8 was discontinued in 2012 IIRC.

From https://www.fuelly.com/car/land_rover/rang...bmodel_id=

Quote:

Based on data from 9 vehicles, 532 fuel-ups and 282 564 km of driving, the 2014 Land Rover Range Rover Sport gets a combined Avg L/100km of 12,01 with a 0,23 L/100km margin of error.

The one thing to look out for is the dreaded crossover coolant pipe failure - that's about the only 'weakness' on these engines. On a MY14 model, it's ripe for replacement now.

Quite a few in ZA as well, although not as popular as the SCV8. --
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

I knew the D4 had this engine - some show up time to time in Australia but I did not know the RRS was also fitted with it - found this UK article.

https://www.independent.co.uk/life-style/m...18081.html

Is this engine the same as the Jaguar V6 engine which is actually the V8 block and crankshaft but has two pistons and conrods removed and the cylinders sealed. 07MY RRS TDV6
Arctic Frost
Aspen Interior

^ yep, as I said in my earlier post, it's just the AJV8 with two cylinders blanked off, so not much weight savings.

from https://en.wikipedia.org/wiki/Jaguar_AJ-V8_engine#V6

Quote:

The AJ126 V6 utilizes a AJ133 V8 engine block with the rear two cylinder bores blanked, and reduced bore sizes on the remaining six cylinders.[9] While the engine block is the same size as the V8, the cylinder heads are shortened versions of the V8 heads. It is made on the same production line as the AJ133.

The AJ126 is a 3.0 L; 182.8 cu in (2,995 cc) 90° petrol V6, having a bore and stroke of 84.5 mm × 89 mm (3.33 in × 3.50 in) with a 10.5:1 compression ratio. It is supercharged and liquid cooled featuring direct fuel injection, four overhead camshafts and four valves per cylinder. There are two versions differing in power produced, a standard version making 340 PS (250 kW; 335 hp) at 6,500 rpm and 332 lb⋅ft (450 N⋅m) between 3,500-5,000 rpm and a high-performance variant making 380 PS (279 kW; 375 hp) at 6,500 rpm and 339 lb⋅ft (460 N⋅m) between 3,500-5,000 rpm. A special Jaguar F-Type 400 Sport model made 400 PS (294 kW; 395 hp) and 339 lb⋅ft (460 N⋅m).

The main structural components of the engine are all manufactured from aluminum alloy. The engine is built around a very stiff, lightweight, enclosed V, deep skirt cylinder block. A structural windage tray is bolted to the bottom of the cylinder block to further improve the block stiffness, minimize NVH (noise, vibration and harshness) and help reduce oil foaming. To further enhance the stiffness of the lower engine structure, a heavily ribbed sump body is installed. The sump body also helps to reduce engine noise.

The engine uses a Bosch high pressure direct injection fuel system with fuel pressure provided by two, cam driven high pressure pumps which are driven by a dedicated camshaft. The high pressure pumps supply the fuel rails which in turn supply the three injectors for that bank with fuel at a controlled pressure.

The four camshafts incorporate VCT (variable camshaft timing). VCT allows the timing of the intake and exhaust valves to be adjusted independently of each other. The VCT system is controlled by the Bosch ECM (engine control module) using information from CMP (camshaft position) sensors. The crankshaft features offset journals and a counterweight in place of the deleted pistons and rods.

The supercharger is located in the 'vee' of the engine and is driven from the crankshaft by a dedicated secondary drive belt.

The engine meets EU5 emission regulations in Europe and Rest of World (ROW) and ULEV 70 emission regulations in North American Specification (NAS) markets.

The direct fuel injection system, advanced piston and combustion chamber design and the supercharger provide improved fuel consumption and emissions.

 --
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

I guess Jaguar were tight to do the job properly with a dedicated V6 rather than a cut down V8. 07MY RRS TDV6
Arctic Frost
Aspen Interior