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Discussion Starter #1
Hi all,

I've an L322 (2010 model) 5.0l SC. Last May the original engine destroyed itself when the timing chains jumped (7 out of 8 piston heads broken), we assumed it hadn't received the Tech Bulletin update. Sourced a replacement engine from a reputable seller, it was fitted by my local Land Rover specialist (who do all my repairs and servicing). Running in was 1000 miles so I'd driven like I was driving Miss Daisy (absolutely honestly) and once I was over that I hit the throttle, heard a rattling noise and eased off. Everything seemed fine, I didn't gun it again. A couple of weeks later, November last year, I noticed it sounded really smooth one afternoon, parked, returned 4 hours later and started the bag of spanners under the engine, or at least that's what it sounded like. Restricted performance, couldn't maintain a tick over. We were at 1500 miles. On investigation, one bank was reporting a misalignment on the cam shaft... the timing chain had jumped. The engine supplier agreed to replace and refit at their expense (took some time to get to that point as they simply didn't believe it could be timing as they fit the upgrade as part of their refurbishment of the engines). Got the car back in March this year. 4500 miles on, first time of hitting 5500 rpm (I have been driving like Miss Daisy way beyond the 1000 running in) and we have restricted performance and running so lumpy as to be almost unable to maintain tick over, I suspect it'll get worse if I run it more. 2 days past my warranty period so the engine suppliers are less willing to help out although they have offered a replacement unit at half price but I have to cover removal and refitting.

It seems extremely unlikely that three engines would fail in the same way however after the first recon failed the supplier indicated a part fault with the timing tensioners. The tensioner on the failed side of that engine was closed on inspection. Taking a new part from the shelf and removing the retaining pin showed it was not opening, I'm assuming there's a spring and hydraulic aspect to them but that's a guess on my part.

The question is, am I just a victim of an LR parts issue or is there something else on my vehicle that could be preventing the tensioners from operating at the necessary level at high revs? Are the tensioners fed from the oil pump/intercooler or is the pressure driven entirely within the engine?

I'm frankly despondent about this, I love the car when it's running but three engines in and I'm facing another huge bill to fit a fourth with no guarantee that I'll ever be able to drive it as it's intended.

Any input welcome!

Cheers,
Brian
 

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Are the tensioners and guides your shop is installing the revised parts from the TSB or are they using the original parts because that is what the supplier has listed? Check your receipts and verify. I also can't help but think with three failures they may be missing a step in the final timing process. If they are not using the proper timing kit to hold everything in place and properly aligned, they may never get it correct.
 

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Discussion Starter #3
As part of the reconditioning, the engine suppliers fit the updated parts - which is mainly why it took so long to get them to agree it was a timing fault when the first recon unit failed, they knew they'd addressed. They take your unit in part exchange so you get a different block off the shelf and your block goes into the system so there's no parts breakdown, you are buying a recon engine.

This is also why I'm wondering how pressure is delivered to tensioners and if the problem is external to the block itself.
 

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2012 Range Rover HSE
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Sorry to necrobump an old thread, but wondering what happened here/what the end result was? There are so many horror stories about the timing chain failures and yours seems to be the worst I've read--hello board! I'm a prospective inheriter of a 2011 RR HSE with low miles and no chain noises.
 
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