Any other icon seen on dash?
Do you have a code reader? Your previous fault may have been stored even though the RP icon's out
Where are you? I'm south east London
Current: '03 Strange Rover L322
In trim shop for total refurb: '73 Owen Sedanca 4.2L
Stalled in storage '61 Mark IX with 4.2L
The drivers side inlet manifold has now been replaced which incorporates the cam cover all in one moulding.
Problem solved but I did have to have a DPF clean performed where they injected some form of cleaner into it and now it all runs like new.
One interesting thing was when I collected the inlet manifold from Jaguar I asked if this was a common fault, the reply was 'I always keep one in stock'
the fault was this turbo actuator valve (as posted by Kev Noble originally) being seized solid. Cleaned it up and car now back to its lovely best. Just got to sort a few minor rear door lock faults now which Jag want £450 to fix!!
If the car were mine, I would in the first instance be trying a simple solution and horseing through a load of DPF cleaner through the fuel system. I`m not saying this will work but perhaps try some DPF cleaning chemical. Halfords sell this jollop.https://www.google.com/aclk?sa=l&ai=DCh ... LcC&adurl=
I would have also through some consultation with these people might be beneficial.
https://www.google.com/aclk?sa=l&ai=DCh ... EAE&adurl=
Just my take on the matter. Hope it gives some ideas if nothing else.
How anyone of you could keep up with the oil rise of the 2,7 engines ? Does the problem remain also with the 3.0l ?
Does anyone thought of changing the block ?
I've the 2,7D and just concerned what if I missed and my crank shaft broke!! What engine will fit in then ?
Many diesel engines operate with a regenerative program designed to clear the particulate filters as a burn off procedure. Over fueling is part of that process. Heavy smoking at the exhaust may signify a regeneration is in progress. This process should be left to complete preferably by driving the car on a motorway until it is clear that the process has completed. Unfortunately many owners do not recognize when regeneration is taking place and could well continue to use the car for short journeys. This will lead to rising sump oil levels with high dilution levels occurring. Best advice must be to not use the 2.7 on short journeys. The 3.0 or indeed any other diesel vehicle used for short journeys is at risk. If short journeys are performed, then extra special level checking and more regular oil changing needs to occur.
I run a 1.6Hdi diesel in a Peugot van. Dependent on usage, I`ll change the oil in that van every 5-7k miles to keep lubrication oil at a reasonable quality and to rid the van of any dilution contaminates. No regime is perfect but this course of action goes someway to addressing diesel issues.
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