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<blockquote data-quote="Cowabunga" data-source="post: 7788707" data-attributes="member: 718"><p>Timing chains or tensioners have certainly been an issue on early ones. The main common issue on Ingenium transversely mounted engines, not longitudinal ones, has been with a fundamental engineering fault where there was no room to close-couple the DPF to the turbo, so they had to remote mount it back under the floor. Trouble is that the gas cools by the time it reached the DPF, preventing consistent flame-off and therefore regeneration. The design also relies on a late injection of fuel into the cylinders during running to instigate that burn, but since it fails, it does the late injection over and over to try to instigate the regeneration, that fails again and again. Even if it doesn't clog the DPF irreparably, the excess fuel washes the cylinder bores of lubricant and flows past the rings into the sump, causing diluted contaminated oil and indeed a seriously rising sump fluid [it's not efficient 'lubricant' at this point]. This not only causes increased engine wear but can result in the engine ingesting its sump fluid and running out of control until it grenades. That is rare though.</p><p></p><p>The only answers JLR have for these vehicles is to offer extra free oil changes for these vehicles for a couple of years. There is no cure.</p><p></p><p>On later models of all Evoque, LR D Sport and Jaguar whatever, they did a mid-life refresh which was actually a complete re-engineering of the front bodyshell to increase the room between the engine and the firewall between the dash and engine. This is specifically to allow the combined cat and DPF to be mounted right off the turbo, as close to the exhaust manifold as most others do and that JLR did from the start when the engine was fitted in-line, such as on the Velar, RR Sport, F-Pace and new Defender. These never had any such problem.</p><p></p><p>Easy way to know whether a vehicle is the early type or later is that the early ones have one infotainment screen and later have an extra lower screen with a combined name of Pivi-Pro. I'm not guaranteeing that the change coincided but its the best indication bar actually checking down the back of the engine to see where the DPF is fitted.</p><p></p><p>I wouldn't touch an used earlier model with a barge pole myself. Earlier ones still have the Ford engine, which does hesitate when moving from a standstill and is thirstier but is far more reliable than those Ingenium units. A recent example with the Pivi-Pro should be sorted and be of no bother, at least in that way and they should have added more spot welds to the back body of the D Sport by then also, to stop the creaking of early ones. I'd have one of Pivi Pro models if I was thus inclined.</p></blockquote><p></p>
[QUOTE="Cowabunga, post: 7788707, member: 718"] Timing chains or tensioners have certainly been an issue on early ones. The main common issue on Ingenium transversely mounted engines, not longitudinal ones, has been with a fundamental engineering fault where there was no room to close-couple the DPF to the turbo, so they had to remote mount it back under the floor. Trouble is that the gas cools by the time it reached the DPF, preventing consistent flame-off and therefore regeneration. The design also relies on a late injection of fuel into the cylinders during running to instigate that burn, but since it fails, it does the late injection over and over to try to instigate the regeneration, that fails again and again. Even if it doesn't clog the DPF irreparably, the excess fuel washes the cylinder bores of lubricant and flows past the rings into the sump, causing diluted contaminated oil and indeed a seriously rising sump fluid [it's not efficient 'lubricant' at this point]. This not only causes increased engine wear but can result in the engine ingesting its sump fluid and running out of control until it grenades. That is rare though. The only answers JLR have for these vehicles is to offer extra free oil changes for these vehicles for a couple of years. There is no cure. On later models of all Evoque, LR D Sport and Jaguar whatever, they did a mid-life refresh which was actually a complete re-engineering of the front bodyshell to increase the room between the engine and the firewall between the dash and engine. This is specifically to allow the combined cat and DPF to be mounted right off the turbo, as close to the exhaust manifold as most others do and that JLR did from the start when the engine was fitted in-line, such as on the Velar, RR Sport, F-Pace and new Defender. These never had any such problem. Easy way to know whether a vehicle is the early type or later is that the early ones have one infotainment screen and later have an extra lower screen with a combined name of Pivi-Pro. I'm not guaranteeing that the change coincided but its the best indication bar actually checking down the back of the engine to see where the DPF is fitted. I wouldn't touch an used earlier model with a barge pole myself. Earlier ones still have the Ford engine, which does hesitate when moving from a standstill and is thirstier but is far more reliable than those Ingenium units. A recent example with the Pivi-Pro should be sorted and be of no bother, at least in that way and they should have added more spot welds to the back body of the D Sport by then also, to stop the creaking of early ones. I'd have one of Pivi Pro models if I was thus inclined. [/QUOTE]
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