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Top issues
16 known problems · 5 high
high
Air suspension fault / compressor failure
All engines
high
Timing belt failure (interference engine)
3 of 4 engines
high
Crankshaft bearing failure (early 2.7 TDV6)
2.7L TDV6 diesel
Recalls
2 on recordREC-003637
2015-12-21
Defect: On certain vehicles the primer used to bond the panoramic roof glass to the panoramic roof assembly may not have been to the correct specification.
Hazard: If the panoramic roof glass panel detaches from the vehicle, it may collide with other vehicles or force other road users to take evasive action.
Remedy: Contact an authorised Land Rover dealer for inspection and repair, free of charge.
Affected: 30 units, Discovery 4
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-003723
2016-07-04
Defect: The engine crank position sensor may fail, causing the engine to not start, or to cut out without warning.
Hazard: If the engine cuts out while driving, the vehicle loses brake power assistance and power-assisted steering, requiring significantly increased steering effort.
Remedy: Contact an authorised Land Rover dealer to have the engine crank position sensor replaced, free of charge.
Affected: 2,119 units, shared notice naming Land Rover Discovery, Range Rover and Range Rover Sport (unverified)
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
Check a specific car by VIN at vehiclerecalls.gov.au.
At this odometer
See which of this car's known problems are due at that mileage, which should already have been dealt with, and what's coming up.
Before and after
Before: Discovery 3 (L319, 2004-2009) →
After: Discovery 5 (L462, 2017-)
Price (AUD)
$18k-$55k
Body styles
5-door wagon (7-seat)
Drivetrain
Full-time 4WD (lockable centre diff, dual-range, Terrain Response)
Origin
UK
Built in
United Kingdom (Solihull, England)
Overview
The facelifted L319 Discovery 4 (sold here as TDV6/SDV6 and rarely the 5.0 V8) is one of the most genuinely capable and comfortable seven-seat 4WDs ever sold in Australia - full-time 4WD with a two-speed transfer case, height-adjustable air suspension and Land Rover's Terrain Response. It is also a high-end European vehicle that punishes deferred maintenance: the Ford/PSA-derived V6 diesels are TIMING-BELT engines (front and rear belts) that need specialist replacement around 150,000-190,000km or the engine self-destructs, the early 2.7 TDV6 had a crankshaft-bearing failure issue, and air suspension, EGR coolers, turbos and the electronic park brake are all known wear/failure points with European parts prices. Bought with full Land Rover service history, the later 3.0 SDV6 with the 8-speed auto is reliable and superb; bought cheap with gaps in its history it can be a money pit. Always budget for proper servicing and a thorough pre-purchase inspection by a Land Rover specialist.
Engines & variants
2.7L TDV6 diesel
Engine
2.7L DOHC common-rail turbo-diesel V6 (Ford/PSA Lion)
Engine code
Config
V6 turbo
Displacement
2720cc
Power
140kW @ 4000rpm
Torque
440Nm @ 1900rpm
Drivetrain
Full-time 4WD (lockable centre diff, dual-range)
Economy
9.5-11.5 L/100km combined
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Timing belt (two belts - front main belt plus rear high-pressure-pump belt); specialist replacement around 150,000-190,000km
Pros
- Refined, torquey V6 diesel - effortless on the highway
- Only on the earliest D4s, often cheapest entry point
- Genuine 7-seat off-road and touring ability
- 3500kg braked tow
Cons
- Early crankshaft-bearing failure issue on some 2.7 engines
- Timing-belt engine - skipped belt service can destroy the engine
- Less power and torque than the later 3.0 V6
- Only the 6-speed auto (no 8-speed); thirstier than the 3.0
Known problems
high
Crankshaft bearing failure (early 2.7 TDV6)
A number of early 2.7 TDV6 engines suffered spun/failed crankshaft main bearings, often heralded by start-up rattle, knocking and bearing material in the oil. Many affected cars received replacement engines under warranty when new.
Fix: Listen for start-up rattle/knock and check oil for metal; confirm whether the engine was replaced. Religious oil changes with correct-spec oil are essential.
high
Timing belt failure (interference engine)
The Lion V6 runs two timing belts. If the front belt jumps or breaks the pistons hit the valves and the engine is destroyed. A weak oil-pump-housing boss can let the tensioner fail, so specialists often replace the oil pump with the belt.
Fix: Have belts (and ideally the oil pump) done by a Land Rover diesel specialist on the recommended interval; get documented proof of the last change.
medium
EGR cooler / intake carbon
EGR coolers can crack/clog and the intake builds carbon, causing coolant loss, rough running and limp mode.
Fix: EGR cooler replacement and intake clean; catch-can helps reduce build-up.
3.0L TDV6 diesel
Engine
3.0L DOHC common-rail turbo-diesel V6
Config
V6 turbo
Displacement
2993cc
Power
180kW @ 4000rpm
Torque
600Nm @ 2000rpm
Drivetrain
Full-time 4WD (lockable centre diff, dual-range)
Economy
8.8-10.5 L/100km combined
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
6AT, 8AT
Timing chain / belt / gear
Timing belt (front main belt plus rear pump belt); specialist replacement around 150,000-190,000km
Pros
- Big jump to 180kW / 600Nm over the 2.7
- Up to ~9% better economy than the 2.7
- 8-speed auto from 2013 transformed refinement and economy
- Excellent loaded tourer with 3500kg tow
Cons
- Still a twin-timing-belt interference engine
- DPF dislikes short urban-only running
- Turbo and EGR cooler are known failure points
- European parts and labour costs are high
Known problems
high
Timing belt failure (interference engine)
Like the 2.7, the 3.0 V6 uses two timing belts and is an interference design - a broken/jumped belt destroys the engine. The oil-pump-housing tensioner boss can fail, so reputable shops replace the oil pump with the belt.
Fix: Belts (and oil pump) by a specialist on schedule with documented proof; do not buy one with unknown belt history without budgeting for it.
high
Turbocharger failure
Turbo failures are reasonably common on the V6 diesels - worn bearings, oil feed issues or VGT problems causing smoke, whine, lost power or oil consumption.
Fix: Turbo replacement; keep oil fresh and let the engine idle-down after hard work.
medium
EGR cooler failure / coolant loss
EGR coolers crack and leak, causing coolant loss, white smoke and overheating; intake carbon adds to running issues.
Fix: Replace the EGR cooler (often both banks) and clean the intake; address promptly to avoid overheating damage.
medium
DPF clogging (short trips)
Diesel particulate filter blocks if the car only does short stop-start trips and never completes a regeneration.
Fix: Regular highway runs to allow regen; forced regen or DPF clean/replace if blocked.
3.0L SDV6 diesel (twin-turbo)
Engine
3.0L DOHC common-rail twin-turbo diesel V6 (high-output SDV6)
Config
V6 twin-turbo
Displacement
2993cc
Power
188kW @ 4000rpm
Torque
600Nm @ 2000rpm
Drivetrain
Full-time 4WD (lockable centre diff, dual-range)
Economy
8.5-10.5 L/100km combined
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
6AT, 8AT
Timing chain / belt / gear
Timing belt (front main belt plus rear pump belt); specialist replacement around 150,000-190,000km
Pros
- Strongest and most flexible of the diesels (188kW)
- 8-speed auto from 2013 is smooth and efficient
- The pick of the range when properly maintained
- Genuine luxury 7-seat tourer with 3500kg tow
Cons
- Same twin-belt interference timing as the other V6 diesels
- Two turbos to fail rather than one
- EGR coolers, DPF and high-pressure fuel parts all expensive
- Demands specialist servicing - not a cheap car to own
Known problems
high
Timing belt failure (interference engine)
Shares the twin-timing-belt interference design of the TDV6 - neglecting the belt service risks total engine destruction, and the oil-pump tensioner boss is a known weak point.
Fix: Belts (plus oil pump) by a Land Rover specialist on schedule, with documented history.
high
Turbocharger failure (twin-turbo)
The SDV6 uses two turbochargers; either can fail with smoke, whine, oil use or lost power, and the twin setup makes replacement costlier than the single-turbo TDV6.
Fix: Replace failed turbo(s); maintain oil quality and avoid hot shut-downs after towing.
medium
EGR cooler / intake carbon
EGR coolers crack and leak coolant and the intake carbons up, causing overheating risk, smoke and rough running.
Fix: EGR cooler replacement and intake clean; catch-can to slow build-up.
medium
High-pressure fuel system / injector wear
Injectors and high-pressure fuel components wear at higher km, causing rough idle, smoke and hard starting; poor fuel quality accelerates it.
Fix: Injector test/replacement and good filtration; use quality diesel.
5.0L V8 petrol
Engine
5.0L DOHC naturally aspirated direct-injection V8 (Jaguar AJ133)
Engine code
508PN
Config
V8 NA
Displacement
5000cc
Power
276kW @ 6500rpm
Torque
510Nm @ 3500rpm
Drivetrain
Full-time 4WD (lockable centre diff, dual-range)
Economy
14-18 L/100km real world
Tow (braked)
3500kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Chain-driven (twin chains)
Pros
- Smooth, strong, chain-driven V8 - no timing-belt anxiety
- No diesel DPF/EGR-cooler complexity
- Very rare here, so often well-kept
- Fast and effortless for a big 7-seater
Cons
- Extremely thirsty - rarely chosen in Australia
- Very low volumes mean parts/specialists scarcer
- Higher running costs than the diesels
- Weak resale relative to the diesels
Known problems
low
Fuel thirst / running cost
Real-world 14-18 L/100km (worse loaded/towing). Not a fault but the main reason almost nobody bought it here.
Fix: Accept the fuel bill; it is a touring/luxury choice, not an economy one.
medium
Cooling and ancillary maintenance at higher km
Like most performance V8s, water pump, thermostat, coil packs and other ancillaries need attention with age and km.
Fix: Preventive cooling-system and ignition maintenance; use a marque specialist.