Hey. Did you ever get to the bottom of this?

Ask me again in a few days. There were a lot of red herrings which made no difference. However I hope we've got it cracked but won't know for another few days as I'm awaiting parts.
You're obviously asking for a reason. What are you trying to resolve? Rehab is for quitters!!!

RR 2007 3.6 TDV8 Java Black *
RR 2007 3.6 TDV8 Zermatt silver *
RR 2000 P38 4.6 Met red *
Mercedes 300TE 4-Matic *
Jaguar 420 (1969) *
Nissan 300Z
Citroen XM 2.5TD X 6
Bentley Continental R
Hydrocon Highlander
Hydrocon Hamilton
Hydrocon Huntly
Am told the ones with a * are to be offered for sale! 😳

Departed
LR 1992 110 2.5TD
RR 2000 Holland & Holland 4.6 LPG
RR 4.2 Supercharged with LPG, Vogue SE 2007 Buckingham Blue
RR 2002 4.4 V8 Zambesi Silver

I know you've mentioned the fuel rail pressure drop, which leads you to think it's got a dripping injector, which would cause nearly all of your symptoms (except I'd expect the smoke to clear shortly after start-up as the excess fuel in the cylinder is burnt off).

But, have you checked your brake fluid level?

That amount of white smoke would make me think it's sucking brake fluid through the servo into the intake manifold.

Just a thought?

Jon 1992 RR Classic 3.9 efi Vogue
2014 Disco 4 HSE
===================
Both my fatties now gone...
Previous: 2011 L322 4.4 TDV8 Vogue SE /// 2002 L322 4.4 V8 HSE /// 2009 Discovery 3 2.7 TDV6 XS /// 2004 Defender 90 TD5 /// 1993 110 V8 Snatch Landrover /// 2005 Discovery 3 2.7 TDV6 SE (Aus) /// 1990 110 Isuzu 3.9 County (Aus) /// 1976 Series III Trayback (Aus)

D3Jon, No its not brake fluid but thanks for the suggestion. Rehab is for quitters!!!

RR 2007 3.6 TDV8 Java Black *
RR 2007 3.6 TDV8 Zermatt silver *
RR 2000 P38 4.6 Met red *
Mercedes 300TE 4-Matic *
Jaguar 420 (1969) *
Nissan 300Z
Citroen XM 2.5TD X 6
Bentley Continental R
Hydrocon Highlander
Hydrocon Hamilton
Hydrocon Huntly
Am told the ones with a * are to be offered for sale! 😳

Departed
LR 1992 110 2.5TD
RR 2000 Holland & Holland 4.6 LPG
RR 4.2 Supercharged with LPG, Vogue SE 2007 Buckingham Blue
RR 2002 4.4 V8 Zambesi Silver

Quote:

You're obviously asking for a reason. What are you trying to resolve?

Strobe84 - That'll be your secondary turbo. Oil builds up in it as they idle or are driven gently and when you put your foot down and spool up the 2nd turbo it clears the oil as smoke.

Look up 4.4 TDV8 Oil Drain Modification and you'll find it well documented.

Driving it spiritedly a couple of times a week once it's up to temperature will stop this.

David. 2002 4.6 Vogue SE - Alveston Red with Lightstone Leather
2012 Range Rover 5.0 SC Autobiography in Indus Silver with Jet/Ivory Interior
2012 Range Rover 4.4 TDV8 Autobiography in Baltic Blue with Sand Interior
2013 Range Rover Sport SDV6 HSE Black Edition in Santorini Black with Ebony Interior

I'm pretty certain I didn't spool the second turbo and it was still doing it. Also... Why white? Oil burn should be blue, no?

No, oil burn is typically white. Used to be an easy way to tell if the timing on the older diesel engines was on its way out ... it would puff white.

Dark haze going towards dark smoke is over-fuelling. V8 or else ...

Generally when engines burn oil, the smoke colour produced is regarded as grey or blue/grey. Not white.

White smoke is normally from coolant entering the combustion chambers or contaminated fuel (i.e. water or other substance in it). Brake fluid getting into the inlet system via a faulty servo also produces copious amounts of white smoke, but the OP has confirmed brake fluid levels are ok.

Jon 1992 RR Classic 3.9 efi Vogue
2014 Disco 4 HSE
===================
Both my fatties now gone...
Previous: 2011 L322 4.4 TDV8 Vogue SE /// 2002 L322 4.4 V8 HSE /// 2009 Discovery 3 2.7 TDV6 XS /// 2004 Defender 90 TD5 /// 1993 110 V8 Snatch Landrover /// 2005 Discovery 3 2.7 TDV6 SE (Aus) /// 1990 110 Isuzu 3.9 County (Aus) /// 1976 Series III Trayback (Aus)

I hate long threads that don't tell the end of the journey so here we go.

There were a lot of red herrings on this journey, partly because everything I read about changing the injectors made it sound like mission impossible. The more I read the bigger the issue grew in my head.
Eventually having run through all other possibilities, injectors it had to be.

Having read of zero clearance on the rear injectors on each bank, reports of disconnecting engine mounts to jack up the engine to provide clearance let me say there is nothing to fear bar fear itself.
There are really not difficult at all. On the passenger side (UK RHD car) a block of wood on a jack lifted the side enough to remove the injector. No need to touch the engine mounts at all.
I did these one bank at a time. So having removed the n/s bank of four, off I went to my local excellent Bosch diesel specialist to have them tested. I've used this company before and cannot sing their praises enough. If anyone in the west of Scotland needs their services I'm happy to recommend them highly.

Of the four they tested I was delighted when they reported one injector was seized. Bought a new one from them and refitted the four hoping the problem was solved.
Erm no such luck. On start up it could still easily obliterate the neighbourhood and with a rev the west coast of Scotland was a white out. However I thought there was a marginal improvement.

So onto the drivers side which looked even more inaccessible. Once I removed the fuse box, a quick easy job (just disconnect the battery first!!!) access improved greatly.
This time no jack was needed, the engine could be pushed over just a touch from the top but enough to remove the back injector.
Took them for testing. They got the all clear but there was an undefinable issue with one. Rather than muck about I got a new one to replace that. Fitted them and smoke was gone, wait for it..... initially.

However the smoke had now changed colour from white to a lighter grey/blue.
Removed the air intake pipe from the output side of the intercooler and it had oil in it. Running it without the pipe was smoke free. Refitted the pipe and smoke mark 2 reappeared.
Conclusion, I think the oil seal has gone in the primary turbo.

Reading the manual and the turbo sounds like a pig of a job but then that was said about the injectors.
So has anyone done a primary turbo swap on a 4.4 TDV8 and have they got any suggestions? Just how bad is it to swap?

Lastly there seems to be an almighty oil leak at the back lower half of the engine. Oil is everywhere and I can't see an obvious source. Remember the oil cooler, gaskets and O rings have all been done so any other suggestions are welcome.

Hope this helps. Do not be put off doing the injectors. It's straight forward. Two were stuck and a tool to remove them was fabricated using a nut, screwed rod and a weight to make a slide hammer.

One last tip about removing the leak off pipes. If you break one it's a whole new pipe for all eight injectors. It comes as one piece and its circa £160. The leak off pipe runs at around 10 bar so no chance of repairing it. The connection on the leak off pipe to the injector is like a bayonet fitting. Look for the white tab and yes it's tiny. It rotates anti-clockwise to unlock, clockwise to lock so unlike me you've now no excuse for breaking it.
For the avoidance of doubt you only need to replace the duff injectors but make sure every one you take out goes back in with a new copper washer and O ring.

Finally whatever else you do don't try to run these with the leak off pipes disconnected unless you want to buy a full set of 8 injectors. It destroys them. So forget injector leak off tests. Can't be done. Also with ten bar pressure in the leak off pipe it's very dangerous. Nor do I think you can unplug the injectors one at a time to run the engine.
Despite them being piezo electronic injectors there are no sensors on them that can be monitored so you do NOT get an injector throwing up a fault code which is crazy but then much of the engine electronics nowadays is crazy.

Please give me your experiences on turbo swaps but only relating to the 4.4 TDV8 or SDV8. Rehab is for quitters!!!

RR 2007 3.6 TDV8 Java Black *
RR 2007 3.6 TDV8 Zermatt silver *
RR 2000 P38 4.6 Met red *
Mercedes 300TE 4-Matic *
Jaguar 420 (1969) *
Nissan 300Z
Citroen XM 2.5TD X 6
Bentley Continental R
Hydrocon Highlander
Hydrocon Hamilton
Hydrocon Huntly
Am told the ones with a * are to be offered for sale! 😳

Departed
LR 1992 110 2.5TD
RR 2000 Holland & Holland 4.6 LPG
RR 4.2 Supercharged with LPG, Vogue SE 2007 Buckingham Blue
RR 2002 4.4 V8 Zambesi Silver

Confirm that the drain valve in the bottom of the oil filter housing is complete and in place, because if not then the oil drains to the crankcase ventilation separator which cannot handle the oil flow so spits it into the primary turbo inlet tract giving the impression of a blown turbo oil seal. L405 D350 SE Carpathian Grey D5 19" rims

Excellent and thanks GraemeS. Didn't know about that.
We did try running it with the oil cap off in case it was back pressure but it made no difference. Rehab is for quitters!!!

RR 2007 3.6 TDV8 Java Black *
RR 2007 3.6 TDV8 Zermatt silver *
RR 2000 P38 4.6 Met red *
Mercedes 300TE 4-Matic *
Jaguar 420 (1969) *
Nissan 300Z
Citroen XM 2.5TD X 6
Bentley Continental R
Hydrocon Highlander
Hydrocon Hamilton
Hydrocon Huntly
Am told the ones with a * are to be offered for sale! 😳

Departed
LR 1992 110 2.5TD
RR 2000 Holland & Holland 4.6 LPG
RR 4.2 Supercharged with LPG, Vogue SE 2007 Buckingham Blue
RR 2002 4.4 V8 Zambesi Silver

Dijit wrote:

I hate long threads that don't tell the end of the journey so here we go. <SNIP>

Many thanks for the update, very interesting read and good information

Hope you get to the bottom of this issue, let's hope it's just the filter housing spring valve!

Jon 1992 RR Classic 3.9 efi Vogue
2014 Disco 4 HSE
===================
Both my fatties now gone...
Previous: 2011 L322 4.4 TDV8 Vogue SE /// 2002 L322 4.4 V8 HSE /// 2009 Discovery 3 2.7 TDV6 XS /// 2004 Defender 90 TD5 /// 1993 110 V8 Snatch Landrover /// 2005 Discovery 3 2.7 TDV6 SE (Aus) /// 1990 110 Isuzu 3.9 County (Aus) /// 1976 Series III Trayback (Aus)

A top tip from Graeme and a really quick and easy job to check. 2012 Vogue TDV8 in Aintree green over sand

GraemeS wrote:

Confirm that the drain valve in the bottom of the oil filter housing is complete and in place, because if not then the oil drains to the crankcase ventilation separator which cannot handle the oil flow so spits it into the primary turbo inlet tract giving the impression of a blown turbo oil seal.