On either Freelander or Disco, to try doing anything close to 300k miles you would have to have oodles of time to waste fixing it, or a deep pocket overflowing with cash for the local garage, and even then a high tolerance for being left stranded in remote locations. Modern Landrovers are scrap at half that mileage.
Could you not disable the injector meant for the dpf to stop the contamination?Now this is going to be an interesting thread
Like others, I have gone from an outstanding Freelander 2 which I used weekly off-road, kitted out to do my solo fallow handling to a DS with the infamous 2.0 litre Ingenium engine. This engine’s “weakness” is a complex timing chain that was intended to last the life of the engine and so is not easily replaced (unlike the FL2’s belt) and it’s exacerbated by a DPF that on short journeys especially, is too far from the engine to get hot enough to burn off the soot. When this happens, it dumps the surplus diesel into the engine sump diluting the oil, exacerbating the already fragile chain issue. Then, JLR decide to have a 24k oil service interval and to use 0W30 which is VERY thin.
I bought my 2017 DS at 82k miles not knowing anything about the above. I had a rattle in October and feared the worst that the chain was failing. However, you can get a chain stretch test done and mine was ok - the sound was a hidden detached engine guard rattling. Then I got the dreaded DPF full message and nothing I could do with my expensive Autel test kit could force a regen. Thankfully, my local JLR independent specialist could so at present, I have dodged both bullets.
However, the real point in posting this is that the car is great off-road and does what my FL2 did during deer stalking even better. It’s actually bigger inside, much better specc’d and is a pleasure to drive on and off-road - I love it. There isn’t as much room up front to squeeze in a winch but I have (half the FL2’s capacity) but overall, it’s way better in so many ways. I live in Bristol and we have a CAZ. The FL2 was Euro 5 and was non-compliant- they DS is EURO 6 and is compliant and thus has proven to be so much more of an unexpected bonus that I originally foresaw.
My niece is now on her second and my brother has just changed his Evoque for one - both are the hybrid petrol version which frankly would be the way I would go if I was doing this again given the daily FB posts I get of Ingenium engines failing at ridiculously low mileages. The petrol engined ones do not suffer these issues. Mine has just rolled over 100,000 miles and I’m doing oil changes every 5k. Its actually staggering watching the oil level rise over use - never had that before with any car and now understanding the reason for it, I’m not surprised so many of the diesel engines are failing given the crap combination of chain design, poor DPF location, decision to dump failed regen diesel into the sump and then JLR puts the car on a 24k oil service interval - WTF
Great car but get the petrol version!
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As I understand it, this gets quite messy. Yes, you could "delete" the dpf and reprogramme the ECU but this age and type of car is expected to have a working DPF so that's a MOT fail. Disabling the injector means that the DPF would block with soot that is not being burnt off so that quickly gives rise to an ECU warning light, DPF full message and the car goes into "limp mode" - driveable just but with no performance. So to get around that, you could cut out the DPF (yes, it's not even removable), open the DPF, remove the guts and reprogramme the ECU. Would this pass a genuine MOT - I don't think so. So, yes, its sort of possible but you are getting into complex territory and it an area I don't want to get into. Interested to "hear" if anyone has done any of the above though..........
Thinking more about this, Scott Beavis of FL2 fame produced an add-on oil catcher can system for the crankcase breather - I wonder whether it’s possible to intercept the unburnt diesel that’s heading for the sump in some form of catcher system. No ideas of the actual volumes involved but surely it must be better than dumping it into the sumpAs I understand it, this gets quite messy. Yes, you could "delete" the dpf and reprogramme the ECU but this age and type of car is expected to have a working DPF so that's a MOT fail. Disabling the injector means that the DPF would block with soot that is not being burnt off so that quickly gives rise to an ECU warning light, DPF full message and the car goes into "limp mode" - driveable just but with no performance. So to get around that, you could cut out the DPF (yes, it's not even removable), open the DPF, remove the guts and reprogramme the ECU. Would this pass a genuine MOT - I don't think so. So, yes, its sort of possible but you are getting into complex territory and it an area I don't want to get into. Interested to "hear" if anyone has done any of the above though..........
Only issue I can immediately think of it it’s low under the engine and will probably be a sod to empty. More research required……….In case there's anyone familiar with the JLR DPF system and where my thinking is heading as per my message above, PFA JLR's system description and inserted a couple of pictures of the actual system schematics.............Thinking more about this, Scott Beavis of FL2 fame produced an add-on oil catcher can system for the crankcase breather - I wonder whether it’s possible to intercept the unburnt diesel that’s heading for the sump in some form of catcher system. No ideas of the actual volumes involved but surely it must be better than dumping it into the sump
the simplest solution is to avoid JLR products !
3 of you stalking for 3 days and bringing 1 deer home!!!
My FL 2, 2007 has done more than 250k miles and goes from MOT to the next MOT without needing to top the engine oil up.
It still occurs , oil dilution via diesel being dumped into sump.The dmax had similar problems circa 2012 ish oil in sump oil
All sorted now a think
All of this sounds very familiar to me. This is exactly how the DPF system works on a Toyota Hilux. With the exception of the active regen cycle frequency, which is somewhere between 200 and 330 km. Also, I get promted when the active regen cycle is active and I try to let it finish before I shut down the engine. Prematurely switching off the engine will lead to the dreaded dump of diesel into the oil sump. So I try to avoid that.
Sadly, I do not see displayed any info on when it's doing a regeneration so you have no clue its mid-cycle. Frankly, a crap design compounded by poor implementation
I understand your concerns. On the other hand, the Hilux is the only vehicle I know (amongst other Toyota 4x4 models) which gives you the prompt. I've never seen it on Skodas, VW's, Mercs, BMW's or any other car. Though I am sure they all work by the same principle or similar.Sadly, I do not see displayed any info on when it's doing a regeneration so you have no clue its mid-cycle. Frankly, a crap design compounded by poor implementation
Indeed, I fear that the lunatics overruled the engineers at JLR in advising against a visible display as they didn't want their customers to see how often this was going on when used for short journeys like a lot of SUVs are sadly today. To then instate a 24k mile oil change regime to keep up with the other "prestige" manufactures was utter madness. Since getting mine, it's been on 5k oil changes - expensive but the alternative is far worse
