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Agreed with RyanLR3. I have 104,000 miles on mine, second owner, really good maintenance sheet. Would buy all of my LR’s again as they’ve all been incredibly reliable and I’ve driven them through those same mountain passes towing 16’ trailers and across the country. Planning to run mine as long as possible, would buy another 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 other area dealers are a 2-month wait because they don't have techs (they don't). And somehow this company has a 200 car wait on the new range at every dealer.
Good Luck.
Where are you located?
You said that your sister has a Td6. Is your brother's also a Td6?
The only reason I bought my D5 was because it was available with the Td6. I love it and have had no problems, and I wouldn't trade it straight across for a new Defender unless LR brings back a diesel option. I'm hard over for diesels in off road/overland vehicles for four reasons:
1. Diesel engines are impervious to hot weather. I was a UN Peacekeeper in Western Sahara for 6 months and the engine temp gauge in our diesel-powered Nissan Patrols never went above mid-green, even when stopped and idling with the AC on and outside temps at 135°F.
2. Diesels have their maximum torque at low RPM, which makes them better suited than gasoline engines for low-speed driving in rough terrain.
3. Range. As everyone knows, diesels provide much better fuel economy than gasoline engines.
4. Safety. Diesel fuel is much less volatile than gasoline, which means that large quantities of spare fuel can be safely stored and transported in external fuel containers.
And for anyone thinking of taking an EV on an extended off-road journey, there's this to consider:
It is a known fact that the crankshaft issue on the TD six is a design flaw. My dealership made it clear to me when mone stopped.
The motor was made by Ford according to the dealership with the design of the crankshaft was actually the land rover. And while many of these diesels have run well, there’s a disproportionate amount that have crankshaft problems. It’s a simple known fact. I would be cautious of this motor and design. I had the same problem at 41,000 miles.
You said that your sister has a Td6. Is your brother's also a Td6?
The only reason I bought my D5 was because it was available with the Td6. I love it and have had no problems, and I wouldn't trade it straight across for a new Defender unless LR brings back a diesel option. I'm hard over for diesels in off road/overland vehicles for four reasons:
1. Diesel engines are impervious to hot weather. I was a UN Peacekeeper in Western Sahara for 6 months and the engine temp gauge in our diesel-powered Nissan Patrols never went above mid-green, even when stopped and idling with the AC on and outside temps at 135°F.
2. Diesels have their maximum torque at low RPM, which makes them better suited than gasoline engines for low-speed driving in rough terrain.
3. Range. As everyone knows, diesels provide much better fuel economy than gasoline engines.
4. Safety. Diesel fuel is much less volatile than gasoline, which means that large quantities of spare fuel can be safely stored and transported in external fuel containers.
And for anyone thinking of taking an EV on an extended off-road journey, there's this to consider:
Actual sister, brother-in-law, but thanks for asking, for some reason, I guess. We're in upstate New York.
The only reason I bought my D5 was because it was available with the Td6, and because the way the seats fold flat. I love it and have had non-stop problems, and I wouldn't trade it straight across for a new Defender (fu$k that front end) unless LR brings back a diesel option. I'm hard over for diesels in off road/overland vehicles too, but it no longer makes sense for anyone in the USA because diesel is so much more $$ than gasoline you lose all economic advantage, it's very clearly a catastrophic design flaw that has multiple class action lawsuits in europe, and the exhaust issues are so complicated (not even LR's fault) that it doesnt make sense for any manufacturer to support except apparently GM in the tahoe family.
I bet I am the only motherf@cker on this board who had taken their disco through Hells revenge, poison spider, dead horse drop, Ghost river Wilderness, bonneville salt flats, canyonlands, telluride/blackbear, lived out of it, fly fished out of it, has 33" tires on it, etc. This is the best car I have ever owned, but it's no longer ownable. Telling ANYONE to buy one with a diesel engine, outside of warranty is simply not a responsible thing to do.
The gas cars are more available, have much better HP and response time, make just as much torque, and happen to be the single most reliable engine JLR has EVER produced. So fortunately there is an easy alternative. This is an absolute joke company who will try to not support your warranty claim as hard as they can, and cant hire techs because in many cases the vehicles are impossible to repair, and who wants to do that **** for a living.
Also these turds get absolute **** gas mileage as soon as you put a roof rack on them. I think I AVERAGE 24 mpg with just the lift and tires and it drops to like 17 highway at 74 mph with the roof rack.
It is a known fact that the crankshaft issue on the TD six is a design flaw. My dealership made it clear to me when mone stopped.
The motor was made by Ford according to the dealership with the design of the crankshaft was actually the land rover. And while many of these diesels have run well, there’s a disproportionate amount that have crankshaft problems. It’s a simple known fact. I would be cautious of this motor and design. I had the same problem at 41,000 miles.
The only differences between the Ford and the LR are the oil filter housing (which ironically is a problem area in the fords) and.... the design of the crankshaft, which is not a problem on the the fords. They also got the 10 speed, which would be dope.
Actual sister, brother-in-law, but thanks for asking, for some reason, I guess. We're in upstate New York.
The only reason I bought my D5 was because it was available with the Td6, and because the way the seats fold flat. I love it and have had non-stop problems, and I wouldn't trade it straight across for a new Defender (fu$k that front end) unless LR brings back a diesel option. I'm hard over for diesels in off road/overland vehicles too, but it no longer makes sense for anyone in the USA because diesel is so much more $$ than gasoline you lose all economic advantage, it's very clearly a catastrophic design flaw that has multiple class action lawsuits in europe, and the exhaust issues are so complicated (not even LR's fault) that it doesnt make sense for any manufacturer to support except apparently GM in the tahoe family.
I bet I am the only motherf@cker on this board who had taken their disco through Hells revenge, poison spider, dead horse drop, Ghost river Wilderness, bonneville salt flats, canyonlands, telluride/blackbear, lived out of it, fly fished out of it, has 33" tires on it, etc. This is the best car I have ever owned, but it's no longer ownable. Telling ANYONE to buy one with a diesel engine, outside of warranty is simply not a responsible thing to do.
The gas cars are more available, have much better HP and response time, make just as much torque, and happen to be the single most reliable engine JLR has EVER produced. So fortunately there is an easy alternative. This is an absolute joke company who will try to not support your warranty claim as hard as they can, and cant hire techs because in many cases the vehicles are impossible to repair, and who wants to do that **** for a living.
Also these turds get absolute **** gas mileage as soon as you put a roof rack on them. I think I AVERAGE 24 mpg with just the lift and tires and it drops to like 17 highway at 74 mph with the roof rack.
Thanks for the pix! Beautiful rig, considering all the abuse you've put it through. You've done most of the things I've only so far dreamed of doing in my D5 (though I'd previously been to Canyonlands which, IMHO, is more spectacular than the Grand Canyon).
Made me sad to see the nasty ding in your driver's door. For anyone reading this that hasn't had that happen yet, I recommend getting the dealer installed body side moldings (Part #VPLRP0285), as shown in the shot of my D5 below. Sometimes I'll raise it to offroad height when parking to get added door ding protection from the rock sliders.
And thanks for the craniums up regarding the impact of the roof rack on fuel economy. I'd been considering getting the same one you have but will now put that option on an indefinite hold.
Made me sad to see the nasty ding in your driver's door.
Believe it or not that was actually from a beautiful 8 point whitetail running directly into the side of it one morning at 6 am. Dealer quoted me $5k to fix it, sigh. I'll just claim it at some point before I sell it
Believe it or not that was actually from a beautiful 8 point whitetail running directly into the side of it one morning at 6 am. Dealer quoted me $5k to fix it, sigh. I'll just claim it at some point before I sell it
Some observations that I've made. I use the Torque app on my cellular to monitor different sensors/attributes on my diesel. DPF differential pressure is one of them. I've noticed at idle pressures not much higher than .230 psi regens will occur. Which means driving above 35mph and maintaining to kick off a Regen from what I've observed. My drive cycles tend to facilitate regens and I don't have to bother with special trips to manage regens and dpf soot levels. But when I'm out of normal drive cycles and making consistent short commutes around town I take care to make specific drives to achieve regen. Typically I see differential pressure values at around .050 psi after a full Regen. I've also noticed that if a Regen is kicked off and you're unable to maintain consistent road speed to complete the cycle, it can be completed stationary 0mph by putting the vehicle in neutral and keeping rpms around 2k. I don't recommend this as best practice or doing it over combustible materials such as tall grass, but the process does work.
I know when a Regen is kicked off by monitoring the exhaust gas temp bank 1 sensor 4 temp. Temps will quickly rise from 700-800F to 1200-1300F at roadway speeds ~60mph and maintain until complete. When the Regen is complete temps will quickly fall back to normal range.
My TD6 is still on its first DPF @97k miles and I've never seen an Amber DPF warning and I partially contribute to keeping regens happening when the vehicle thinks it needs one.
Top screenshot is Regen happening at ~60mph this morning. DPF pressure is top second from the left and exhaust temp is top 4th from the left. The bottom pic is a stationary Regen from last week.
The only differences between the Ford and the LR are the oil filter housing (which ironically is a problem area in the fords) and.... the design of the crankshaft, which is not a problem on the the fords. They also got the 10 speed, which would be dope.
Here you go!
The Ford also has an engine oil dipstick which I envy.
