I suspect RGPV6S was being a little tongue-in-cheek about "no codes to diagnose", seeing as the general impression these days is that modern JLR "techs" do little more than diagnose codes then fire the parts cannon.

 

Are those parts expensive?

The turbo mount, the coupler / torsion isolator

 

NBCat says the entire turbo assembly would need to be replaced so yes that would be very expensive, then the labour cost would also be high.
The supercharger coupler is quite cheap but expensive to replace due to the labour cost as the entire supercharger needs to come off.

 

Wait really the entire assembly? I figured just the mount... That is, unless the cracked mount is ignored and causes other damage..

Yeah the labor makes sense

 

Note that the V6 and V8 engines have been around for many years across the Jag and Land Rover fleets. I have a 2010 XF V8 SC with the AJ133 that has given 12 years of trouble free driving. Engine still pulls amazingly, no leaks or issues. Have the V6 SC in a 2018 Land Rover with 70,000 miles in the past 4 years and also trouble free engine.

So yes there are cooling pipe issues and others as mentioned above. But if well maintained I don't think there are major reliability issues.

 

I have 16,000 miles on my P300 (turbocharged, intercooled 4-cylinder) now, and it has been trouble-free. I’m very happy with it.

 

My guess (and a guess only) as an engineer would be that the 2.0 is more reliable than either the 3.0 or 5.0:
1. Single plane of piston motion.
2. More advanced metalurgy and technology.

Of couse the 2 V engines have had several more years of shakeout, but that only comes into play if the original engineering work was shoddy.

 

Can you explain what this means? What plane of motion is occurring in a V engine that is not happening in an inline motor?

​​​​​​Did they ever fix the Ingenium timing chain issues?

​​​

 

Because a V is diagonal- the piston is traveling along the x and y axis
I think the timing chain issues were associated with the ingenium diesel and not petrol

 

Very interesting, and makes sense. Could you elaborate a bit on the metallurgy and technology? I'm intrigued

 

But the piston is being pulled and pushed by the connecting rods, does it matter with tolerances as tight as a cylinder if it's going straight up and down or sideways or at an angle?

 

No it doesn't matter whether the pistons are upright or sideways as long as the oiling system has been designed for it. What's at issue is the multiple angles applied forces and stress on the lower chamber (crankshaft, main bearings) of a V engine. Another issue I failed to mention is the addition moving parts associated not only with a V configuration engine but also associated with the additional number of pistons.

 

I don't have any specific improvements in mind (that's why I was saying a guess only), but am considering continuing developments in combustion technology, stronger alloys, and manufacturing processes. Not only is the I engine newer than the V engines, but they are also built on a much newer manufacturing line..

 

Tangentially relevant, they only get serviced every 15000km or 18 months, which suggests some sort of build (and lubricant) improvement, though I'd probably prefer to service ours every year.

 

All 3? Or just one of the engines?

 

Dunno about that, the V8 and V6 service schedule has always been 16,000 miles / 26,000 km or 12 months whichever comes first (although I have read of a 15,000 mile interval). I have no clues what the I4 service schedule is.

 

Sorry, the p300 4 cyl. The service intervals are 2 years and (just looking online at the XF p300) 21000 miles. I can remember thinking it was a bit of a rort because we got 5 years free servicing with our XE, but in reality that's only 2 services lol.

 

Jeez 21,000 miles or two years between oil changes on a high pressure twin scroll turbo engine they can't be serious!

 

Folks, my 2020 P300 "Passport to Service" states that the oil and filter shall be changed every 16K miles or 1 year.

Regarding the Ingenium engine, Jaguar F-Type, the Complete Story by Andrew Noakes (2020) states that the engine was a clean-sheet design, and is manufactured at a brand-new engine manufacturing center near Wolverhampton. One of the main focuses during design was to minimize internal friction. The camshaft and balance shafts ride in needle roller bearings. Also, "The crankshaft was offset from the centre of the block by 12mm (0.5in) to reduce the tangential forces that tended to push the pistons into the cylinder walls, increasing friction and wear." "The engines were fitted with computer controlled oil pumps and water pumps, which varied the oil and coolant flow depending on temperature, engine speed and driving conditions, reducing load on the pumps when less flow was needed and consequently reducing power required to drive the pumps." "There were also electronically controlled piston cooling jets directing oil to the underside of the piston crowns..." "Jaguar Land Rover said the Ingenium was one of the most rigorously tested engines it had ever built... equating to more than eight years of normal use... underwent 72,000 hours of running on dynamometers..."

The twin scroll turbo runs on ceramic bearings.
Interesting that the Ingenium is modular. It can be cast as a 3, 4, 5, or 6 cylinder, and built up as a petrol or diesel engine.
There's more high-tech in there, too.

It's a pretty good read, for any F-Type owner (or shopper), be they 4, 6 or 8 cylinder.

https://www.crowood.com/products/jag...r&_ss=e&_v=1.0

 

Bizarre. Over here the service intervals are every 2 years for the XE with the same engine. I took delivery of ours in July 2019, we have had it in for its first service which was scheduled for 2 years/34000kms (so that would accord with the 21000 miles for the UK version) in July '21, it wont be due for its second service until July '23.

It uses castrol 0W20 oil, according to the service report.

Personally, I'd rather take it in once a year, just to make sure something little isnt becoming something big, although my missus is like a bloodhound for sniffing out mechanical issues. Despite her continuing to say that the particular car "feels like it needs a tune up", she has pretty much never been wrong when she thinks something is amiss.