Disco 3 or Disco 4?
Discussion
Apologies if I'm asking an insensitive question.
Is there a huge difference in reliability between the Disco 3 and Disco 4?
I need to use a large car about once a week (4 kids, large dog and occasionally tow a 1 Tonne trailer), however, I can't afford to spend a lot of money on a large car.
I've had two XC90s. As the second of which is 16 years old and done 160k miles it may be time for a change. Whenever, I mention swapping it for a Disco all I hear are horror stories.
It seems well maintained Disco 4s are somewhere around the £15k mark and Disco 3s are around the £10k mark.
Are either of them more reliable than the other?
Is there a huge difference in reliability between the Disco 3 and Disco 4?
I need to use a large car about once a week (4 kids, large dog and occasionally tow a 1 Tonne trailer), however, I can't afford to spend a lot of money on a large car.
I've had two XC90s. As the second of which is 16 years old and done 160k miles it may be time for a change. Whenever, I mention swapping it for a Disco all I hear are horror stories.
It seems well maintained Disco 4s are somewhere around the £15k mark and Disco 3s are around the £10k mark.
Are either of them more reliable than the other?
The D4 3.0 engine has well documented issue with the crank shaft which can destroy the engine. I don't know if its all D4 engines though, maybe only post MY12, but worth checking. That is the main issue, but there are other know problems. But most cars do.
I have a MY12 with the 8 speed box, which I think is considered an improvement on the 6 speed.
I have a MY12 with the 8 speed box, which I think is considered an improvement on the 6 speed.
I'd say the 2.7 of the D3 was a more reliable engine and less complex (single turbo and less emissions equipment), but the 3.0 of the D4 is a much better engine (smoother, more powerful, more refined) but there is more to go wrong.
Both cars can suffer with rust, the older D3 will likely be worst for this.
Both cars are expensive to maintain and run, but they are great cars when working.
Both cars can suffer with rust, the older D3 will likely be worst for this.
Both cars are expensive to maintain and run, but they are great cars when working.
I ve owned both. D3 for 7 years & 150k miles. D4 for 10 years so far. D4 is an evolution of the D3 and the better car. Go for the 2012 model with 8 speed gearbox (rotary knob instead of a lever), but before stop/start and Ad blue nonsense.
Neither engine caused any issue, and they aren t as bad as people, often with no knowledge, make out. Find one with meticulous maintenance history and regular oil changes and you should be fine. Only reason I ve kept my D4 for so long is I cannot think what to replace it with. They are brilliant, practical and comfortable cars. Mine s been completely reliable too and no rust on it anywhere.
Neither engine caused any issue, and they aren t as bad as people, often with no knowledge, make out. Find one with meticulous maintenance history and regular oil changes and you should be fine. Only reason I ve kept my D4 for so long is I cannot think what to replace it with. They are brilliant, practical and comfortable cars. Mine s been completely reliable too and no rust on it anywhere.
I ran a D3, for 8 years and put just over 107,*** miles on it.
It was remapped, had the egrs blanked, a performance intercooler and decat so about max for how a 2.7 can go.
I put a turbo on it as 175k and fresh injectors at 155k.
The car died at 204k but the engine lives on in another D3.
I now have a D4.
It’s a last of the line Landmark, 66 plate with the 3.0 engine and 8 speed autobox.
On the 6th of May, it snapped its crank and locked the engine solid at 70mph just south of Perth coming home from a family holiday.
It has full documented history, oil changes every 15k and died at 120,127 miles.
It’s booked to get a crate engine from a Dundee LR specialist who is well known in D3/4 circles and worked on my D3 in the past.
It’s £11k best case and nearly £14k worst case.
I’ll find out in August when the car gets fixed.
So from my own experience.
The D4 is the nicer car, a facelift example is the pinnacle of the Discovery platform for ability, comfort, performance and looks.
But the 2.7 engine is stronger and while they can also snap the crank, if the oil pump is changed for the latest version, it’s considerably less likely to fail.
And if it does. It’s not a 5 figure repair bill.
It was remapped, had the egrs blanked, a performance intercooler and decat so about max for how a 2.7 can go.
I put a turbo on it as 175k and fresh injectors at 155k.
The car died at 204k but the engine lives on in another D3.
I now have a D4.
It’s a last of the line Landmark, 66 plate with the 3.0 engine and 8 speed autobox.
On the 6th of May, it snapped its crank and locked the engine solid at 70mph just south of Perth coming home from a family holiday.
It has full documented history, oil changes every 15k and died at 120,127 miles.
It’s booked to get a crate engine from a Dundee LR specialist who is well known in D3/4 circles and worked on my D3 in the past.
It’s £11k best case and nearly £14k worst case.
I’ll find out in August when the car gets fixed.
So from my own experience.
The D4 is the nicer car, a facelift example is the pinnacle of the Discovery platform for ability, comfort, performance and looks.
But the 2.7 engine is stronger and while they can also snap the crank, if the oil pump is changed for the latest version, it’s considerably less likely to fail.
And if it does. It’s not a 5 figure repair bill.
A.J.M said:
I now have a D4.
oil changes every 15k and died at 120,127 miles.
I think that’s part of the problem, 15k mile intervals for an oil change is too long. The problem is oil starvation to the bottom of the engine, the cranks don’t snap by themselves. Mine gets an oil change once a year/6k miles but that’s no guarantee so I just keep my fingers crossed. Ingenium petrol/diesel are far worse apparently. oil changes every 15k and died at 120,127 miles.
Having owned both, the LR4 was OK in the day up to about 5 years old but in 2025 it would have to be a manual LR3 for reliability reasons.
A straw pole of my friends over the years who have owned the LR4s reveals 4 snapped crankshafts at around 60,000 miles! I think twin turbos make too much power for the short crankshaft.
I remember being impressed with the LR4 interior at the time. Now in 2025 I think it has the feel of a slightly older modern interior whilst the LR3 interior still feels a pretty radical design and has aged well.
These two Youtubers know all about the issues.
https://www.youtube.com/watch?v=zDqd6mmz0l8
My LR3 manual S 7 seater is still like new with 190,000 miles on the clock. I did the oil pump upgrades some time ago. It really gets used by all the family and has no rust. Its first gen chunky controls are really functional and it is a vehicle with real character. I own a few other cars with real character too!
It has an aftermarket satnav with streaming and google maps. I have simplified it too by fitting springs in place of the air suspension. I also have steel wheels from a new Disco with Grabbers.
It has been totally reliable and is low tax being manufactured before March 2006. That might become more important as the years roll on.
With cloth seats, it is more like a luxury Defender! It has been one of the best cars I have owned.
What I really like about it it the towing ability, interior space, off road ability and motorway ability. 80 mph is 2,000 revs, no wind noise and you cannot hear the engine. We often get 32 mpg too. It is also very Land Rovery if that makes sense.
It doesn't use a drop of oil, make a squeak or rattle and the ventilation and comfort is excellent.
Last year, the local garage changed all four discs and pads. The cost of the parts was £140! That would not be enough the change a light bulb on my 911. I did all the suspension arms and bushes a few years ago too, that was also pretty cheap.
Definitely a modern classic in the making.
Rust is the most important this to look for especially the sills and inner wheel arched which are steel. Avoid buying one that has been used as a van too.
A straw pole of my friends over the years who have owned the LR4s reveals 4 snapped crankshafts at around 60,000 miles! I think twin turbos make too much power for the short crankshaft.
I remember being impressed with the LR4 interior at the time. Now in 2025 I think it has the feel of a slightly older modern interior whilst the LR3 interior still feels a pretty radical design and has aged well.
These two Youtubers know all about the issues.
https://www.youtube.com/watch?v=zDqd6mmz0l8
My LR3 manual S 7 seater is still like new with 190,000 miles on the clock. I did the oil pump upgrades some time ago. It really gets used by all the family and has no rust. Its first gen chunky controls are really functional and it is a vehicle with real character. I own a few other cars with real character too!
It has an aftermarket satnav with streaming and google maps. I have simplified it too by fitting springs in place of the air suspension. I also have steel wheels from a new Disco with Grabbers.
It has been totally reliable and is low tax being manufactured before March 2006. That might become more important as the years roll on.
With cloth seats, it is more like a luxury Defender! It has been one of the best cars I have owned.
What I really like about it it the towing ability, interior space, off road ability and motorway ability. 80 mph is 2,000 revs, no wind noise and you cannot hear the engine. We often get 32 mpg too. It is also very Land Rovery if that makes sense.
It doesn't use a drop of oil, make a squeak or rattle and the ventilation and comfort is excellent.
Last year, the local garage changed all four discs and pads. The cost of the parts was £140! That would not be enough the change a light bulb on my 911. I did all the suspension arms and bushes a few years ago too, that was also pretty cheap.
Definitely a modern classic in the making.
Rust is the most important this to look for especially the sills and inner wheel arched which are steel. Avoid buying one that has been used as a van too.
Edited by BuyaDuster on Thursday 5th June 08:18
Len Clifton said:
I think that s part of the problem, 15k mile intervals for an oil change is too long. The problem is oil starvation to the bottom of the engine, the cranks don t snap by themselves. Mine gets an oil change once a year/6k miles but that s no guarantee so I just keep my fingers crossed. Ingenium petrol/diesel are far worse apparently.
Absolutely.I bought the car at 110k. It had been serviced at 105k.
I did my own oil change at 115k and it got a full service before going on the holiday.
That can’t undo any potential damage done to bearings or such by oil dilution in the miles done before me.
The crate engine has a 2 year unlimited mileage warranty.
I’ll be doing 5k oil changes and proper service every 10k going forward.
It’s a shame as it’s been otherwise great with us.
Can’t wait to get it back as I miss driving it.
I’ve been unlucky with it. But I have seen cranks snap at very low mileages on them. Others can run and run without issue.
Pretty much.
Although a D3 HSE is a very nice place.
That’s what mine was. A good blend of luxury but still utilitarian enough.
Although the D4 is a different league for performance, mpg etc.
It’s a shame they never offered the D4 with the 2.7 through its production life like they did in Australia.
D4 looks and luxury but the “better” engine.
My cars getting fixed, done properly so I can keep it long term.
Will have to after this bill lands
Although a D3 HSE is a very nice place.
That’s what mine was. A good blend of luxury but still utilitarian enough.
Although the D4 is a different league for performance, mpg etc.
It’s a shame they never offered the D4 with the 2.7 through its production life like they did in Australia.
D4 looks and luxury but the “better” engine.
My cars getting fixed, done properly so I can keep it long term.
Will have to after this bill lands
BuyaDuster said:
With cloth seats, it is more like a luxury Defender!
The concept was supposed to be a modern reimagining of an original Land Rover, and I think it was very successful (in its original form). Proper industrial design. Interesting to see how the Rangers and Amaroks fare with the Lion V6 - whatever they’ve changed, it’s still going to be compromised by its original FWD packaging requirements.
911wise said:
Has anyone had a uprated crankshaft kit fitted? Either as a preventative measure or as part of a rebuild?
I think the problem is getting hold of new crankshafts, LR don’t sell them, they sell crate engines. Aftermarket ones are rubbish apparently. Besides, it’s not the crank that’s the problem, it’s oil starvation which is either caused by or leads to spun main bearings. I spent a good part of last week helping my son exchange an engine from his Discovery 4 with a Jaguar unit . SDV6. Its a big job if you cant raise the body , and don't have a lift . He did it all on the drive over a good number of days and its fairly daunting . I should add he is an extremely accomplished mechanic working in top end motorsport and not shy of a challenge , even he said yo me yesterday he would not do it again in a hurry .
The engine we removed 170k miles had a broken crankshaft . Its not an oil starvation issue its a fault in the manufacture and design. You can actually seen in the casting marks where they eventually fail . Its a heavy car and many tow so its under a lot of strain , its a very narrow crank .
He put a lower mileage Jaguar engine in , with a view its carried a lot less weight around in its life , there is a lot of swapping over parts to make the Jag set up work for the LR, the sump and much of the oil pick up system as just one example .
He took me out yesterday, the car drives very nicely , albeit in my mind there is a nagging doubt of when maybe not even if . They made a lot of these engines so there is always stories of the fail. I expect there are 300k examples still going to.
He bought a used engine for £2000 , servicing parts around £250 . I would say it was 5 days solid work for him .
The price in a few posts above for an exchange engine sound excessive in my view.
The engine we removed 170k miles had a broken crankshaft . Its not an oil starvation issue its a fault in the manufacture and design. You can actually seen in the casting marks where they eventually fail . Its a heavy car and many tow so its under a lot of strain , its a very narrow crank .
He put a lower mileage Jaguar engine in , with a view its carried a lot less weight around in its life , there is a lot of swapping over parts to make the Jag set up work for the LR, the sump and much of the oil pick up system as just one example .
He took me out yesterday, the car drives very nicely , albeit in my mind there is a nagging doubt of when maybe not even if . They made a lot of these engines so there is always stories of the fail. I expect there are 300k examples still going to.
He bought a used engine for £2000 , servicing parts around £250 . I would say it was 5 days solid work for him .
The price in a few posts above for an exchange engine sound excessive in my view.
911wise said:
Has anyone had a uprated crankshaft kit fitted? Either as a preventative measure or as part of a rebuild?
There is a company in Kent called QP online. As far as I am aware, they are the only engine builders to mod the oil galleries which reduces the chance of the crank snapping. However, their engine builds are pretty expensive even compared to a crate engine fom Land RoverThe D4 is a nicer car in terms of interior and the the D3s are pretty slow with only 190bhp on tap, so the extra power of the D4 will alwasy be welcome....However, I will dish iout the same advice that I give out on FB.
Budget £1000pa on maintenance and five that that in the bank should the engine go bang.
I wouldn't bother with the D3 now as they are just very old cars now and rust has now become an issue too.
As others have said, go for the 2012 8 speed but be prepared to be pretty quick off the mark as a beige interior 8sp 2012 car will get snapped up pretty quickly as they are really great cars.
Land Rovers are great cars, but from someone who was recently sat with his family on the side of the road in his blown L322, you hve to be wise as to what you are getting into.
Also, don't convince your self that changing the oil every 5k is going to stop the engine going bang in a D4. I think nearly all the admins on the D4 FB group are on engine number two and when I was talking to engine builders in Jan, they all had three month waits and their bread and butter was the Ingenium and and the SDV6 in the D4/RRS/D5.
this is what QP told me when I priced up their rebuild.
There was some things that weren’t changed that would have added cost.
The manifolds being the main.
There is a difference between gen 1 and gen 2 engines.
The gen 2 is the adblue/stop start ones.
JLR have had 2 revisions to the crank.
First was done in 2019 and a later one was done last year.
MMP have a Gen 2 D4 getting a crate engine in just now.
It’s got a manufacturing date of March 2025 so should have all revisions.
Which is what my engine will have. It also comes with brand new manifolds. There’s various ancillaries to get moved over.
QP get genuine cranks as well….
A.J.M said:
this is what QP told me when I priced up their rebuild.
There was some things that weren t changed that would have added cost.
The manifolds being the main.
There is a difference between gen 1 and gen 2 engines.
The gen 2 is the adblue/stop start ones.
JLR have had 2 revisions to the crank.
First was done in 2019 and a later one was done last year.
MMP have a Gen 2 D4 getting a crate engine in just now.
It s got a manufacturing date of March 2025 so should have all revisions.
Which is what my engine will have. It also comes with brand new manifolds. There s various ancillaries to get moved over.
QP get genuine cranks as well .
Yeah it is but then again.
MMP look after plenty of D4s with over 200 and some with over 300k on them with the original engine.
So they don t all go bang.
Looking forward to getting mine back.
There s nothing like a Disco 3/4 when they are in fine fettle.
As for the TDV8 conversion.
The more competent garage isn’t taking on D4 conversions at the moment.
The incompetent garage did a car for a YouTuber and said YouTuber has had to take the car to a local specialist to have issues rectified that shouldn’t have happened.
MMP look after plenty of D4s with over 200 and some with over 300k on them with the original engine.
So they don t all go bang.
Looking forward to getting mine back.
There s nothing like a Disco 3/4 when they are in fine fettle.
As for the TDV8 conversion.
The more competent garage isn’t taking on D4 conversions at the moment.
The incompetent garage did a car for a YouTuber and said YouTuber has had to take the car to a local specialist to have issues rectified that shouldn’t have happened.
Edited by A.J.M on Thursday 12th June 20:25
A.J.M said:
Yeah it is but then again.
MMP look after plenty of D4s with over 200 and some with over 300k on them with the original engine.
So they don t all go bang.
Looking forward to getting mine back.
There s nothing like a Disco 3/4 when they are in fine fettle.
As for the TDV8 conversion.
The more competent garage isn t taking on D4 conversions at the moment.
The incompetent garage did a car for a YouTuber and said YouTuber has had to take the car to a local specialist to have issues rectified that shouldn t have happened.
That's quite interesting to note about the YouTuber. The 3.6TDV8 conversion is great for Social Media, but for many its just not practical in terms of cost vs the value of the cars that the engines are going in especially when you have to buy a 3.6 engine or a shot L322. Also, you need to replace the Turbos on a 3.6 before the transplant as its pointless otherwise. The Turbos alone are around £1k. Also, with all that you you are still mating it to the older 6Sp box vs the much nicer and more economical 8Sp in later carsMMP look after plenty of D4s with over 200 and some with over 300k on them with the original engine.
So they don t all go bang.
Looking forward to getting mine back.
There s nothing like a Disco 3/4 when they are in fine fettle.
As for the TDV8 conversion.
The more competent garage isn t taking on D4 conversions at the moment.
The incompetent garage did a car for a YouTuber and said YouTuber has had to take the car to a local specialist to have issues rectified that shouldn t have happened.
Edited by A.J.M on Thursday 12th June 20:25
The D4 is a fine car and LR at their best in terms of design but for me that engine is just not worth the risk any more. The rebuild on my 5.0SC is a similar price as the SDV6 and I'm still reeling about that and its been two months.
Just to chime in again on the subject of transmissions in the D3, I never cared much for the MT's they dont drive as nicely with harsh engagement if you aren't careful on the fairly head clutch. I used to see quite a few with worn out clutches but this could have been down to customer behaviour/use. The s
t pattern and bite point calibrations would go out with wear and need to be reprogrammed to stop the dash lighting up like a Christmas tree.
The A/t used to be very reliable and rarely gave any issues, I guess this might be a different story now with the cars being older and maybe neglected maintenance or just wear and tear.
t pattern and bite point calibrations would go out with wear and need to be reprogrammed to stop the dash lighting up like a Christmas tree. The A/t used to be very reliable and rarely gave any issues, I guess this might be a different story now with the cars being older and maybe neglected maintenance or just wear and tear.
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