Member Since: 18 Sep 2017
Location: On the NC500
Posts: 510
Great forum thread on snapped cranks
I stumbled upon this thread in a South African forum. It may already have been shared but it was the first time I’d seen it. It is excellent, if a little long!
Some sensible maintenance tips too. Anyone know how much replacing the oil pump and front harmonic balancer adds to a cambelt replacement service?
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 (see attached pic). This will prevent TC shudder.
Check also here: http://www.4x4community.co.za/forum/...te=1&p=3188785
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.
Quote:
The major criteria is to change the oil pump at each cambelt service to ensure maximum oil delivery and pressure.
The best prevention against the turned bearings issue is 10'000km oil change intervals
I have to say that I entirely agree with the above & have replaced the oil pump when changing belts, and also change oil & filter mid-way between JLR services.Am I Gammon or Woke ? - I neither know nor care.
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1973 MG B GT V8 - 3.9L John Eales engine, 5 speed R380 gearbox, since 1975.
1959 MGA roadster - 1.9L Peter Burgess Engine - 5 speed gearbox
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none Electric or H2 fuel cell - yet.
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31st Aug 2019 8:25 am
knwatkins
Member Since: 19 Sep 2018
Location: Poole, Dorset
Posts: 716
I agree with the above also. Although, on point 4, waiting until a misfire may be too late! Injector spray pattern, timing, fuel quantity etc. could all contribute to imbalance and increase the risk of bearing rotation.
I'm planning on removing my injectors and getting them tested on a periodic basis. Any that are out of spec will be replaced.
On this subject, does anyone know a good test house for injectors?Kev
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31st Aug 2019 9:55 am
Pete K
Member Since: 15 Jan 2016
Location: GL
Posts: 10483
What is this balancer. The belt drive wheel?
31st Aug 2019 11:57 am
robpenrose
Member Since: 12 Jan 2016
Location: Surrey / SW London
Posts: 2138
But there seems to be no guide on when these engines let go. Some are pampered, have everything done + extra and they let go at an early age. Some thrashed, not serviced properly and they see 200k miles without issue.
There just doesn’t seem to be any way to predict the issue or prevent it. Some of the ideas can’t hurt I guess, but it’s possibly just all extra money that makes no difference.
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31st Aug 2019 12:33 pm
gstuart
Member Since: 21 Oct 2016
Location: kent
Posts: 13854
Hi
Hope this finds everyone well
May i ask a daft question please , could remapping ever have an effect on the engines plse
Has there ever been a percentage failure survey in relation between a mapped and non mapped engines
Also posted this report a while back that some guy had done if anyone may be interested
Member Since: 12 Dec 2011
Location: Scottish Borders
Posts: 1552
What I don’t get is why should the owners have to go to all this trouble with a known manufactured fault. It’s crazy and unfair. JLR should grow some balls and take ownership of any product where the crank goes. If they did, then I wouldn’t have just made the decision to buy something else.James favourite hobby is writing in the third person.
31st Aug 2019 12:49 pm
Peakwayfarer
Member Since: 25 Apr 2016
Location: Uk
Posts: 434
Totally agree, if it's been properly serviced and maintained, a 3 litre diesel engine should be good for at least 500k miles.
Similar to you but fortunately I had my engine replaced by LR under manufacturers warranty. I then very quickly part exchanged and I now drive something else.
31st Aug 2019 1:00 pm
adam
Member Since: 20 Sep 2005
Location: Home and Happy
Posts: 6917
Re: Great forum thread on snapped cranks
NC500 wrote:
I stumbled upon this thread in a South African forum. It may already have been shared but it was the first time I’d seen it. It is excellent, if a little long!
Some sensible maintenance tips too. Anyone know how much replacing the oil pump and front harmonic balancer adds to a cambelt replacement service?
In both cases the automatic gearbox was in "Sport" modus and thus revving to its maximum in each gear. Therefore, one of the causes that I imagine, would be a failure of the revsensors or revlimiters of the engin or of the automatic gearbox
Remember the Jaguar & Land Rover installation is quite different;
- JLR use over-fueling to clean the DPF, which can lead to the engine oil getting contaminated with fuel & lack of proper lubrication.
- PSA use Eolys fluid
- Transverse mounting in PSA (front wheel drive) vs Longitudinal mounting in JLR (rear wheel drive or 4x4 with different gearbox).
31st Aug 2019 1:26 pm
lynalldiscovery
Member Since: 22 Dec 2009
Location: Maidstone
Posts: 7274
Pete K wrote:
What is this balancer. The belt drive wheel?
Front crank pulley aka the the belt drive wheel
Lots of other car maker shave problems with these coing apart, most recent one Ive heard of was BMW but know the MercsAudis used to do it as well, in their cases if you could see any rubbber bulging out then it was time to change asap.
31st Aug 2019 5:01 pm
rrhool
Member Since: 28 Aug 2014
Location: Norfolk
Posts: 4442
It's more likely that the problem is with the TV damper. The TV (torsional vibration) damper may not have been specified correctly, it may not have been manufactured correctly. There may be rogue failures in manufacture of the TV damper, that you can't see, which will lead to a crank failure.
I know a chap who was involved in the durability testing of the Lion engine, next time I see him I'll ask his opinion.
I'm not sure that changing the TV damper will protect you from a failure. You might be unlucky enough to fit a failed TVD, where the one you had was ok.
This is just my assumptions based on some engine knowledge, not facts.
I floated this idea a couple of years ago, but didn't get any response. Thought I was barking up the wrong tree, but maybe not? Richard
D3 SE 2007. Triumph 2.5Pi 1973. Ferguson TEA20 1948.
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31st Aug 2019 7:25 pm
NC500
Member Since: 18 Sep 2017
Location: On the NC500
Posts: 510
As I said, if the cost is not unreasonable I would consider changing the oil pump and damper at the next service (belts). I will ask Disco Mike’s opinion and for a quotation!!
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