Member Since: 01 Oct 2016
Location: North Wales
Posts: 40
Am I right in thinking a remap invalidates the warranty? Is this true of aftermarket warranties? Has anyone managed to get an aftermarket warranty on a remapped D3/D4?
11th Feb 2017 9:49 pm
Moo D3 Decade
Member Since: 13 Aug 2010
Location: Wiltshire
Posts: 13805
I had warranty with both Warranty Direct and Warranty Wise with my remap, bigger IC and deCat.New Defender L663 110 SE (known as Noddy!)
Sold Volvo XC90 R-Design (known as Basil)
Sold - D4 HSE (Known as Gerty)
No longer the Old Buses original owner
231,000 miles and counting
05 S manual owned from March 2005
D4 Face lifted
Still original injectors and turbo
V8 Front brakes
BAS Remap, Allisport Intercooler and deCat
EGRs blanked
T-Max split charge
Hanibal Expeedition rack
Prospeed ladder
Duratrac tyres
IID BT
BAS FBH control
11th Feb 2017 10:12 pm
DiscoHunter
Member Since: 01 Oct 2016
Location: North Wales
Posts: 40
But did you tell them?
12th Feb 2017 12:00 am
Moo D3 Decade
Member Since: 13 Aug 2010
Location: Wiltshire
Posts: 13805
Yes. Along with the split charge system with additional electrics, V8 brakes, under body protection, expedition rack and ladder, NATO hitch, cubby frdge, D4 facelift, bluetooth phone and FBH controller.
I gave up with warranty companies at 120k. 80k+ miles further down the road with over 200k on the clock I'm quids in. New Defender L663 110 SE (known as Noddy!)
Sold Volvo XC90 R-Design (known as Basil)
Sold - D4 HSE (Known as Gerty)
No longer the Old Buses original owner
231,000 miles and counting
05 S manual owned from March 2005
D4 Face lifted
Still original injectors and turbo
V8 Front brakes
BAS Remap, Allisport Intercooler and deCat
EGRs blanked
T-Max split charge
Hanibal Expeedition rack
Prospeed ladder
Duratrac tyres
IID BT
BAS FBH control
12th Feb 2017 12:58 am
mower man
Member Since: 05 Jul 2011
Location: SOLIHULL
Posts: 54
[quote="Robbie"]Just to add to Mike's response and the issue of diesel contamination of the oil during regeneration or the more significant contamination caused by aborted regen cycles. The PCM does take account of the regen cycles, completed or otherwise, and monitors the oil level.
If the regen cycle suggests abnormal contamination is likely and the oil level increases (this is why a dipstick isn't good enough) the PCM can trigger an oil service requirement on the IPC. Experience suggests that this algorithm is rather generous when it comes to the amount of diesel contamination it thinks is ok - you have to wonder if it was tuned by those looking for the largest service interval.
My final point is the oil itself. For DPF vehicles they sought oils with low Sulphated Ash, Phosphorus
and Sulphur (SAPS) to reduce the contamination captured by DPF thereby reducing the number of regen cycles as well as the fuel used. So they came up with C1 with 0.5% SAPS ash, which was well below the 1% maximum. Manufacturers thought this C1 stuff was brilliant as it would require even fewer DPF cycles and increase fuel efficiency and less diesel contamination should mean even longer service intervals.
Or so they thought.
The trouble was the properties of C1, with such low SAPS, removed some of the oil properties that were beneficial when otherwise diluted by diesel - especially the sulphur. Engines started to fail and some manufacturers abandoned C1 and a new oil was sought. This came to be known as C2 (now being superseded by C3); still low SAPS for the DPF but with a small increase to 0.8%. Quite a few C1 suppliers now add a warning regarding the risk of using it in engines that may not cope with it.
For the D4 JLR still allow either C1 or C2(C3) in Europe. Outside of Europe they only allow C2(C3) but with a reduced service interval. If you did a straw poll of all the mechanically minded owners and sponsors on this forum I wonder how many actually stick to the overly long oil service schedule on their own vehicles - I'd guess the number would vanishingly small.
So is this oil issue a factor in some of the engine failures - who knows and JLR are keeping silent. Can seemingly minor changes to oil properties on an otherwise established engine design cause unexpected havoc - you bet.
Robbie by using c2/c3 oil in between manufactures service intervals create warranty issues if the crank were to snap, I change oil and filter midway between services but use c1 but can see how this could be linked to the crank problems.2015 Discovery 4 SE Tech
2012 Discovery 4 GS
2010 Discovery 4 GS
2005 Discovery 3 S
1998 Discovery TD5
12th Feb 2017 11:22 am
Robbie
Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932
Why would you think using an approved oil specification, which is then changed more frequently than the published maximums, would cause warranty issues?Land Rover - Turning Drivers into Mechanics Since 1948
Member Since: 22 Dec 2009
Location: Maidstone
Posts: 7274
When I worked at the DAF truck main dealer any major unit failure under warranty required a sample of the oil/ad-blue/fuel otherwise warranty would not pay the dealer.
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