Service interval

Engine, Exhaust, Drivetrain, ECU Faults and Fixes
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S marty
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Re: Service interval

Post by S marty » Fri Sep 28, 2018 8:48 am

So maybe Jag still uses a defeat device, LR doesnt.
As plausible as any other theory


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Re: Service interval

Post by Barnsh » Fri Sep 28, 2018 9:55 am

S marty wrote:
Fri Sep 28, 2018 8:48 am
So maybe Jag still uses a defeat device, LR doesnt.
As plausible as any other theory
Quite possibly did - in past tense , the XE 163 and the DS 150 shared the same ECU as on the other thread
There is also a list of 30 cars that gave “odd, or peculiar results” by testers , the XE is on this list.

The rules were so stringent Ivwould guess all manufacturers were cheating in one way or another.
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Re: Service interval

Post by S marty » Fri Sep 28, 2018 10:05 am

Knowing my luck I will buy a petrol car and a new scandle will erupt surrounding that
Mrs wants a near new diesel RRS, her twin brother has one and loves it, I'm thinking more DS petrol.


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Re: Service interval

Post by Barnsh » Fri Sep 28, 2018 10:26 am

S marty wrote:
Fri Sep 28, 2018 10:05 am
Knowing my luck I will buy a petrol car and a new scandle will erupt surrounding that
Mrs wants a near new diesel RRS, her twin brother has one and loves it, I'm thinking more DS petrol.
Can’t fault the petrol engine. , and I was diesel for 30 odd years.

The new petrols have GPF fitted , this I swapped just before they were fitted.in MY19 models.
They have caused no issues as petrol exhaust is hotter anyway , no need for added fuel post injection at all.
There’s just less to go wrong, not seen any petrol owner on any forum complaining , no balance shaft issues , nothing .

Watch the RRS 3L diesel ...one unhappy chap is changing his oil every 4000. :shock: same dilution and DPF issue. Plus interim oil change is now chargeable.

I’m getting 36-38 mpg average , normally 40-60 mile runs.
What you spend on petrol you save on adblue/def , time off road , I’ll never have a £1500 bill for a new DPF, ( I expect to see those failures on the ingenium diesel shortly as folks hit over 60k miles ) and ironically you get 5 x annual Service in the service pack ,,,,, , just what the Diesel should have had.

Compliance has killed the diesel by complexity of it and ensuing problems, more than any omissions Saga.
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Re: Service interval

Post by Woolmeister » Fri Sep 28, 2018 10:29 am

So, now I'm back in the UK and I have my car back, it does look very much like my dealer has simply reset the service counter; But not completely reset it. :?

The car is now telling me that it is 9,200 miles until my next service. Did they finally reduce the service intervals to 10,000 miles? :lol:

IMG_1175.png

What is this about? Does this suggest that they can control the miles to next service now based on the oil dilution percentage reported by Pathfinder?

For example, if oil dilution percentage is within a certain range, then reset to service counter to X. If it is within a different range, then reset it to Y. And so it goes on...


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S marty
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Re: Service interval

Post by S marty » Fri Sep 28, 2018 10:58 am

I would have gone petrol 18mths ago if available.

Ive seen the emmisions complexity problems on other machines.


My last petrol was a k series fl1. Headgasket blew

Years before that it was a bmw 316. Original carb was a bag of, i had a weber conversion put on it then the head gasket went.

Been diesel since learning to drive in a mk1 golf diesel. Moved upto the all powerful mk2. On both cars the entire cassette player would rattle out of the dash at traffic lights not just the cassette.


Ford ranger 2006 standard oil service is 4500 miles about 1 year for my use.


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Re: Service interval

Post by NoDiscoSport » Fri Sep 28, 2018 12:33 pm

S marty wrote:
Fri Sep 28, 2018 8:48 am
So maybe Jag still uses a defeat device, LR doesnt.
As plausible as any other theory
It's not just the Jaguars. Many cars that obtained a certificate of approval for EU6 don't achieve anything near the NOx limits when they're driven on the road, according to EQUA Index.

Equa Index Info.PNG

All You Need To Know About The EQUA Index

Click on this link https://equaindex.com/equa-air-quality-index/ to see how widespread it could be.
Tuning the search parameters reveals that more than 100 cars received EU6 approval using NEDC (less than 0.08 g/km of NOx) and were then found to be at least 6 times over the limit when driven normally on the road.

57 cars - "Meets Euro 3 limit for diesels" (0.25 to 0.5 g/km NOx, up to 6 times over the Euro 6 limit)
24 cars - "No comparable Euro standard" (0.5 to 0.75 g/km NOx, equal to 6-8 times Euro 6 limit)
13 cars - "No comparable Euro standard" (0.75 to 1.0 g/km NOx, equal to 8-12 times Euro 6 limit)
8 cars - "No comparable Euro standard" ( > 1.0 g/km NOx, equal to 12 or more times Euro 6 limit)

Three Jaguars models supposed to be EU6 could only meet EU3 when tested by EQUA.

Jaguar EU6.PNG

The ECUs used in these Jaguars:
2016 XE 161 HP - Bosch MEDC17_9 GX73-12K532-SAF 23568
2016 XF 178 HP - Bosch MEDC17_9 GX63-12K532-FAC 972
2017 F-Pace 178 HP - Bosch MEDC17_9 JK83-12K532-FCE 28313

AS the previous poster suggested, maybe some of the 2016-17 Jaguars had devices that manipulated NOx output during Dyno testing in order to obtain EU6 approval. But the Land Rover 2.0L SUVs with the same Engine didn't. In that case, is it possible to see how effective the SCRF after treatment architecture is without a cheat device?

Evoque EU5-6.PNG

They didn't test the DS but we get a good idea what it might have looked like by viewing the Evoque results. From this, it appears that SCRF without a cheat device still doesn't achieve EU6 according to EQUA. Most of us were/are driving EU5 vehicles when they were supposed to be EU6. Close, but no coconut.

However, if you have a 2018MY 240HP diesel it does get slightly better. EQUA said that this model "Meets 1.5 Conformity Factor under Euro 6 Real Driving Emissions regulation" with NOx of between 0.08 g/km (the upper limit for EU6) and 0.12 g/km (50% too high).

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Re: INGENIUM 2.0 DIESEL OIL ANALYSIS RESULTS

Post by S marty » Fri Sep 28, 2018 12:37 pm

I was more refering to how the oil dilution is so low


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Re: INGENIUM 2.0 DIESEL OIL ANALYSIS RESULTS

Post by S marty » Fri Sep 28, 2018 1:42 pm

With respect. Driving style makes a huge difference here.

The driving style issue is more about how LR opinion varies from real world possibilities.


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Re: Service interval

Post by PhilMabbots17 » Fri Sep 28, 2018 1:48 pm

NoDiscoSport wrote:
Fri Sep 28, 2018 12:33 pm
Three Jaguars models supposed to be EU6 could only meet EU3 when tested by EQUA.
Jaguar EU6.PNG

The ECUs used in these Jaguars:
2016 XE 161 HP - Bosch MEDC17_9 GX73-12K532-SAF 23568
2016 XF 178 HP - Bosch MEDC17_9 GX63-12K532-FAC 972
2017 F-Pace 178 HP - Bosch MEDC17_9 JK83-12K532-FCE 28313

AS the previous poster suggested, maybe some of the 2016-17 Jaguars had devices that manipulated NOx output during Dyno testing in order to obtain EU6 approval. But the Land Rover 2.0L SUVs with the same Engine didn't.
Recall JLRP00100?
Duration / distance to complete a full regeneration on 2.0L diesel Evoque / Discovery Sport is longer than on 2.0L diesel XE/XF, increasing the likelihood of an interrupted regeneration. Due to hardware and architecture differences between model lines, the amount of post injection required to achieve a similar burn rate is much higher on the 2.0L diesel Evoque / Discovery Sport in comparison to 2.0L diesel XE/XF.
Maybe "hardware and architecture differences" also includes one small but vital piece of software which enabled 16MY 2.0L diesel XE 161BHp to obtain EU6 approval then go 21K miles between services on 9 litres of AdBlue?

There are 693 ADBlue posts on the XE forum for anybody whose interested.
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