You mentioned "drive cycles". I've never heard that term. What is it ?

 

There will be many reasons for this but here in BC the primary one is that Diesel has been up to $0.4/l more expensive than gas for more than a year now. This negates any fuel economy savings or long term reliability concerns being the main issues out this way.

 

I disagree with Orangeman. Go with the diesel.

The Europeans dropped the diesels because of political reasons. JLR invested heavily in diesel technology. Since the current political winds are focused on EVs, we will have to see what Tata does with JLR.

I service and work on my own vehicles.

I’ve have a Jeep EcoDiesel and sold it with 80k miles. The fuel filters and service items were expensive. I had the first series of the engine but didn’t have any problems.

I have a 2017 L462 D5 with the diesel. It’s a great rig. Topix is easy to use for service information. I use a diagnostic associates dongle and use pathfinder and topix cloud. It’s relatively easy and cheap to get a brief subscription from JLR to update your control units. For oil there is the debate of C1 or C2/3 oils. I’ve run Ford F150 diesel, Castrol C1, and Mobil 1 esp. no issues. It’s easy to run DPF cleaner through the system. The line is on the drivers side exhaust area. There are some great videos from mobile UK mechanics for reference. I run Lucas oil diesel DPF cleaner every couple tanks. On my LR4 I changed the timing system and 60k miles. On the D5 I’ll change out both the front and rear timing belts later this year.

 

At the risk of going off topic... Would you mind making a post describing how you set up the DA dongle? I bought the DOIP handheld a while back and could never get pathfinder to talk to it. It's great for service resets, but there's so much untapped potential.

 

I live in Houston, Tx and only drive 16 miles to work and I've never had an issue in 64k miles. I think that's all hype.

 

Interesting. Starting at about your mileage I began having CEL's come on due to soot accumulation. I drive a similar commute and I've been able to keep it at bay through a combination of fuel additives and regular 30 min weekend drives, but if I go a week or so without, I'll get a CEL.

So far it hasn't affected performance, but I hate looking down and seeing that light.

 

I have the known crankshaft problem on our 2019 TD6

 

My brother's 2017 just snapped its crankshaft towing 3,000 lbs at around 78k miles.

The dealer quoted him $47,000 to replace the engine. And then told him they wouldn't do it (not that he would). And then told him they have no techs (they don't) and then told him all the othr area dealers are a 2 month wait because they dont have techs (they dont). And somehow this company has a 200 car wait onthe new range at every dealer.

I am selling mine as soon as I possibly can.

I will have a thread and pics on it soon.

Good Luck.

 

All of these problems happenin scaring me I wanna keep it but of things like this happen I really don't want to coming from owning a Toyota where the engine just blew at 360000km still rebuilding myself. Are these common problems does regular maintenance solve these.

 

Unfortunate some cranks fail. It would be interesting to know what the percentage of failure really is given the total population. I've towed my loaded 7300lb travel trailer easily 15k miles without problems. 97k miles on the engine now. Seattle to Yellowstone and Seattle to Las Angeles in the dead of summer over mountain passes with dozens of Pacific Northwest camping trips. Every trip in this region means dealing with a grade or mountain pass. Forums lend themselves to vehicle problems and repair rather than successes. I'm hanging on to mine, it's been amazing.