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Too scared to tune
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DiscoHunter
 


Member Since: 01 Oct 2016
Location: North Wales
Posts: 40

2010 Discovery 4 TDV6 Commercial Auto Stornoway GreyDiscovery 4

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?
  
Post #177738411th Feb 2017 9:49 pm
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Moo
D3 Decade 


Member Since: 13 Aug 2010
Location: Wiltshire
Posts: 13805

Ukraine 2005 Discovery 3 TDV6 S Manual Zambezi SilverDiscovery 3

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 Sad
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 
 
Post #177739311th Feb 2017 10:12 pm
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DiscoHunter
 


Member Since: 01 Oct 2016
Location: North Wales
Posts: 40

2010 Discovery 4 TDV6 Commercial Auto Stornoway GreyDiscovery 4

But did you tell them? Very Happy
  
Post #177740712th Feb 2017 12:00 am
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Moo
D3 Decade 


Member Since: 13 Aug 2010
Location: Wiltshire
Posts: 13805

Ukraine 2005 Discovery 3 TDV6 S Manual Zambezi SilverDiscovery 3

Rolling Eyes 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. Very Happy
 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 Sad
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 
 
Post #177741412th Feb 2017 12:58 am
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mower man
 


Member Since: 05 Jul 2011
Location: SOLIHULL
Posts: 54

England 2015 Discovery 4 3.0 SDV6 SE Tech Auto Montalcino RedDiscovery 4

[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 
 
Post #177752412th Feb 2017 11:22 am
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Robbie
 


Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932

United Kingdom 2013 Discovery 4 3.0 SDV6 HSE Auto Baltic BlueDiscovery 4

Why would you think using an approved oil specification, which is then changed more frequently than the published maximums, would cause warranty issues?
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Post #177753012th Feb 2017 11:35 am
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Disco_Mikey
 


Member Since: 29 May 2007
Location: Dundee, Scotland
Posts: 20713

Scotland 2005 Discovery 3 TDV6 HSE Auto Cairns BlueDiscovery 3

And how would the dealer know Wink
 My D3 Build Thread

TDV8 Retrofit Build Thread 
 
Post #177756012th Feb 2017 1:06 pm
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lynalldiscovery
 


Member Since: 22 Dec 2009
Location: Maidstone
Posts: 7274

United Kingdom 2006 Discovery 3 TDV6 Metropolis LE Auto Bonatti GreyDiscovery 3

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.
  
Post #177762812th Feb 2017 3:47 pm
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