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Discussion Starter #21
I really feel for you Andy. Such bad luck on your big cat. Even buying a short engine entails a well equipped garage and a lot of time stripping and rebuilding. A difficult decision!
I was thinking of doing it my self but looking at it’s a big task. I don’t no if I will be able to do it as I don’t have a ramp. I do have an engine hoist and good jacks and stands.
iv been looking at you tube but no videos of removal refit but Not many good ones. what do I have to loose by taking it out and stripping her down to see what’s happened it could be fun.
 

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Not much point in the laptop approach, OBD codes are sadly not going to be much help when you have a gross mechanical problem.

IMHO, what you will find, when you strip it is a snapped crank, snapped around the edge of one of the journals. Was quite a big issue on LRs and RRS, not so much on Jags, but certainly not unheard of. You have been very unlucky indeed.

Thing is, if you are able to take the old one out, you have all the skills/kit needed to put a s/h one back in.
 
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Discussion Starter #23
Not much point in the laptop approach, OBD codes are sadly not going to be much help when you have a gross mechanical problem.

IMHO, what you will find, when you strip it is a snapped crank, snapped around the edge of one of the journals. Was quite a big issue on LRs and RRS, not so much on Jags, but certainly not unheard of. You have been very unlucky indeed.

Thing is, if you are able to take the old one out, you have all the skills/kit needed to put a s/h one back in.
Thanks i was hoping to fined out what faults it actually would pop up with as I only got a gearbox warning as it happened.
iam still shocked that the cranks have been snapping it sounds mad.
but as you say not so uncommon in these engines.
well I will see if i can get it out first I think I can prob take gearbox out at the same time in one piece. As I don’t have a ramp.
 

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Thanks i was hoping to fined out what faults it actually would pop up with as I only got a gearbox warning as it happened.
iam still shocked that the cranks have been snapping it sounds mad.
but as you say not so uncommon in these engines.
well I will see if i can get it out first I think I can prob take gearbox out at the same time in one piece. As I don’t have a ramp.
Maybe asking around as to what it would be worth as a scrapper would be a good move before diving in.
 

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Discussion Starter #25
Hi iv been offered between 500 and 800
in my view that’s an insult.
the car isworth so much more but if people don’t want to buy it for more iam going to have to take the time and breaker up that will break my heart as she’s a really nice car but needs must.
 

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Good attitude. Rolling with the punches is the best way to get through life and not end up bitter and twisted.
 

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Hi iv been offered between 500 and 800
in my view that’s an insult.
the car isworth so much more but if people don’t want to buy it for more iam going to have to take the time and breaker up that will break my heart as she’s a really nice car but needs must.
if you have the time and patience to tear her apart, you have the same to rebuild.
itll be a labour of love but what the hell.
 

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Hi iv been offered between 500 and 800
in my view that’s an insult.
the car isworth so much more but if people don’t want to buy it for more iam going to have to take the time and breaker up that will break my heart as she’s a really nice car but needs must.
You could always try some specialist Jag garages to see if they would be interested in it as it is? You never know, the transmission alone may be enough to tempt,
 

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Hi iv been offered between 500 and 800
in my view that’s an insult.
the car isworth so much more but if people don’t want to buy it for more iam going to have to take the time and breaker up that will break my heart as she’s a really nice car but needs must.
There are loads of them listed on the Bay for around £2900 fitted for RR. But they take your engine. You might be able to negotiate because it’s easier to fit it to Jaguars. Use the keyword 306DT on the Bay. The best quote I had last year was £2700 with 12months warranty or 10k mileage. Don’t mention to them that engine is seized. I did the rebuild myself and it costed me £1100 including timing belt change. If the crank is snapped, chances are you have damage to the block. these blocks are rarely reparable when damaged. You can find the short block around £600-900. The crankshaft is £470+ after market, £750+ OE ground and £1500+ OE. Considering gaskets, bearings, seals, etc, I would just replace it. have you visually checked the front part? Is there anything Might block the rotation?

Alternatively You can list the car on the Bay. How old is the car and what’s the mileage?
 

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Not much point in the laptop approach, OBD codes are sadly not going to be much help when you have a gross mechanical problem.

IMHO, what you will find, when you strip it is a snapped crank, snapped around the edge of one of the journals. Was quite a big issue on LRs and RRS, not so much on Jags, but certainly not unheard of. You have been very unlucky indeed.

Thing is, if you are able to take the old one out, you have all the skills/kit needed to put a s/h one back in.
Out of interest, was there a consensus as to what causes the issue?
 

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There was an early theory about bearing shells spinning, then a mod was supposedly done to stop that and the failures continued. They seem to fail on the fillet radius of a main or rod bearing journal - I suspect too small a rad and metal fatigue, but that's just my theory. No rhyme or reason for it, no specific VIN numbers at risk, both virtually new cars and older ones - a really weird mix.
Annoying fault, you would think that after several million engines, a crank could be specced and made without issues. Still, it seems Jaguar still haven't learned how to do cam chain tensioners either. That issue dates back to the 4.0l V8s.
 
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There was an early theory about bearing shells spinning, then a mod was supposedly done to stop that and the failures continued. They seem to fail on the fillet radius of a main or rod bearing journal - I suspect too small a rad and metal fatigue, but that's just my theory. No rhyme or reason for it, no specific VIN numbers at risk, both virtually new cars and older ones - a really weird mix.
Annoying fault, you would think that after several million engines, a crank could be specced and made without issues. Still, it seems Jaguar still haven't learned how to do cam chain tensioners either. That issue dates back to the 4.0l V8s.
I do find it strange myself what with all the experience and heritage they have.Could it be possible that the Ford involvement has anything to do with this? I'm thinking similar to the problems SAAB had with GM interference.

Could oil dilution and people not doing frequent enough oil changes be one of the causes what with the decreased lubrication causing increased friction of the metals?

There's a few guys on the Facebook forums who say they are Jaguar mechanics, so I ask them about this crank issue yet they never reply.
 

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I do find it strange myself what with all the experience and heritage they have.Could it be possible that the Ford involvement has anything to do with this? I'm thinking similar to the problems SAAB had with GM interference.
The V6 Diesel engines were designed by Ford and made at Dagenham.

 
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It could well be a manufacturing issue I suppose, just something at one end of a tolerance band that takes it over the top and into impending failure territory?
 

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There was an early theory about bearing shells spinning, then a mod was supposedly done to stop that and the failures continued. They seem to fail on the fillet radius of a main or rod bearing journal - I suspect too small a rad and metal fatigue, but that's just my theory. No rhyme or reason for it, no specific VIN numbers at risk, both virtually new cars and older ones - a really weird mix.
Annoying fault, you would think that after several million engines, a crank could be specced and made without issues. Still, it seems Jaguar still haven't learned how to do cam chain tensioners either. That issue dates back to the 4.0l V8s.
If you search for engine rebuild services or parts on the Bay you will notice how big is the problem across JLR cars and mostly their V6 diesels. I have read reviews of cheap aftermarket cranks breaking pre maturely(even a year) So it should have something to do with manufacturing quality. The problem with V8 was they have two big end bearings next to one another and the design is causing microcracks due to fatigue.
on V6 diesels, I think the main issue is oil dilution. However I find it weird that the big end cap break line is not perpendicular to rod. So where the piston and rod hammer the crank is less than an inch from break line. The plus side is that bearings don’t have notch nor oil hole. So they can rotate and settle in a new position.
Broken crankshaft on V6 Diesel is not that common except for rebuilt engines with aftermarket crank. Mayne this car had a spun bearing that was ignored for a long time.
 
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