The crankshaft breaks due to bearing shells "wrapping" ie moving over one another and jambing the crankshaft. Now these shells cannot wrap unless they approach half original thickness as there would be no room for them to move over one another.
So severe wear must have taken place.
Reason
If the vehicle has a DPF diesel is injected periodically on the exhaust stroke and burns in the DPF to clean it. Unfortunately some goes past the rings and dilutes the oil . Over 4000 miles 5w30 can turn into 5w15 resulting in excessive wear ending in crank failure .
Cure
First check if your car has a DPF.





Vin Chart above
If you have DPF then change the oil to 10w40 ( I use 15w40) and change every 5000
Check your oil pressure and if its low (below 2 bar) use thicker oil and consider changing the crankshaft shells ( easy on a 2.7 )
If no DPF I would still change to 10w40 as no oil now exists that matches the original LR specification.

Read this post

https://www.rrsport.co.uk/forum/topic58938.html

Extract

Our research, in collaboration with the Oil Lab,( an independent lab in Blackburn) has uncovered a significant challenge in Range Rover models, particularly those equipped with the SDV6 and SDV8 engines. The root of the issue lies in the DPF regeneration process, where additional fuel is injected during the exhaust stroke. This method, while necessary for the DPF's functionality, inadvertently allows fuel to seep past the piston rings, contaminating the engine's oil.
Startling Discovery: Viscosity Deterioration
Our intensive testing revealed alarming results. A standard SDV6 oil sample, expected to maintain a 5W30 Synthetic oil grade, degraded to a 5W15 grade after just 4,000 miles of usage. This drastic drop in viscosity compromises the oil's protective and lubricating properties, endangering the engine's internal components.


It the long reply 7 posts down. Always listen to old people or when they die you will live on in ignorance.
The avatar is a picture of the man with a big cock.
Learned to 4x4 on 100 mile beach and Frazer Island QLD
Dont spend money on old cars you will never get it back

Last edited by Pistnbroke on Thu Feb 08 2024 1:38pm. Edited 2 times in total

Its incredible that people will take anything written/brodcast on Facetube as gospel, because "I said so" without any technical data to back it up

You did not read the forum post I indicated with tests carried out by Oil Lab.

" There are non so blind as those who cannot see" Always listen to old people or when they die you will live on in ignorance.
The avatar is a picture of the man with a big cock.
Learned to 4x4 on 100 mile beach and Frazer Island QLD
Dont spend money on old cars you will never get it back

If you dilute any oil with diesel, it'll affect the viscosity. Lots of town driving will accelerate the dilution process, motorway driving will extend it

It's not rocket science

Pistnbroke wrote:

" There are non so blind as those who cannot see"

The "UK's premier Range Rover Specialist" wants you to have your oil changed every 4k miles. Thats a great business plan



While still using 5w30

Weird, I got oil analysis done on my last 5w30 C1 change with 15,000km/1 year on it and it had <0.5% fuel in it with a little lower than normal viscosity. From observation my car does a DPF regen about once a month and it doesn’t take very long usually. My driving is a mix of town and highway with a little freeway here and there. The oil analysis did show my copper levels were above normal and may have been due to some work I did during that oil change, but not so much they said to worry. Will see what they say on the next report and if the copper levels are still elevated.

Wasn’t it LR Time that pulled apart a 3.0 and didn’t really find anything definitive as to why it snapped? 2011 RRS HSE Luxury 3.0 TDV6 Fuji White on Ebony/Ivory
Born and raised in So Cal. Moved to the UK in 2018 for a few years. Now in Poland and looking at moving back to the UK.

LR time reckoned it was poor oil flow to the bearing shells due to a poor design

But that doesn't explain why some snap cranks but loads of others are completely fine

So the answer to all the SDV6 engine issues is as simple as change to 10w40 oil, I'm really surprised L/R's r&d after 15 years never thought of that, when all they had to do was look to the online " armchair experts".

Cheers
Col

150k+ miles here. Serviced as book by an indie using LR mandated oils.

Usage is usually minimum of 30 minutes per run at non-urban speeds - i.e. engine on to engine off. Often much longer.

The issue isn't the oil or the DPF or any of the other excuses given - it's quite simply that 2.5t vehicles with big engines aren't intended to be used as short journey shopping trolleys.

Don't buy an RRS and expect it to be happy doing 2 mile trips twice a day. It'll never be warm, the oil will never be where it's needed and will happen. 2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed

Disco_Mikey wrote:

LR time reckoned it was poor oil flow to the bearing shells due to a poor design

But that doesn't explain why some snap cranks but loads of others are completely fine

It could also be poor assembly work. Some bolts under-torqued, some unevenly torqued etc.
There is also the issue of bolt quality, consistency between individual bolts, consistency between bolt batches.

Of course, there are possible issues with the engine components manufacturing process. Too many variables, any one or more of which may cause engine failure.

Perhaps, it's about time we got the NTSB involved.

If we get the NTSB involved, they'll say that Boeing did a perfectly good job designing the vehicle and there's nothing to see here...  2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed

On the other hand, they (NTSB) might tell us there are a couple of missing big-end bolts.

One question I have is: do Citroen and Jaguar suffer the same rate of crank failures when running the Ford/PSA Lion engine?

LR's version is different in that it is modified to allow for off road use, towing use, etc.. Do those mods increase the risk of failure? If so, why?

I've read that the components used in producing the engines come from various subcontracting suppliers, with the cranks being produced by more than one supplier. It is suggested that one supplier did not produce cranks to the correct specs with regard to hardening of the metal and that this increases the risk of failure. Is this true? Only LR are likely to know and they ain't saying. If it is batch issues, why do LR suffer more than others (assuming they do (see first question at top of post))?

The TDV8 is a modified version of the V6 but doesn't seem to suffer crank issues (at rates higher than might be expected in any car brand). Why is that? 2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed

5 car brands use the 2.7L engine AFAIK. Jaguar, Land Rover, Ford, Citroen and Peugeot. Who builds these engines?

Surely, we are not saying each car brand builds its own engines, for its own use, and of the same type.

I am under the impression that Ford built some (for Ford, JLR) and PSA built some (for Citroen and Peugeot). But that's only what I read somewhere so it could be totally wrong. 2012 SDV6 - it's missing a couple of cylinders
2008 TDV8 - it was a labour of love and is much missed