Truckster (Vic) replied:

my club pres's car few weeks ago in Geelong.
No idea of KLMS, but 100-150k probably.

PS. Put Rolys down for twice.. the replacement engine went poop on the new owner.

Leroy replied:

I don't know what you expect to achieve. Do a search on for post's by scottcamp as he did some extensive research into the 3.0l issues.
And as for getting a resolution the issue, what issue inparticular? Nissan aren't going to do an engine recall now as the GUII's are getting old. And as far as dealing with nissan on warranty matters it's like hitting your head against a brick wall!

Leroy

PhilZD30Patrol replied:

Hi David

just a note of encouragement and thanks for taking the lead on the ZD30 engine failure issue.

I own a 2001 3.0 litre TD Patrol which I have found to be very reliable and a joy to own. it now has about 134,000 kms on the clock.

I wondered about the other issues, like rear wheels falling off and premature failure of the turbo, or do you what to focus on the "hole in piston" problem only?

Please keep us informed and please ignore those negative critics who seem to get a great deal of weird pleasure out of the mis-fortune of others. These critics who make untruthful claims like "most 2000 model 3ltr TD Patrols failed by 100,000 kms" have not done any of us any favours and probably cost us heaps in resale value and caused much unhappiness and anxiety.

Cheers
Phil

Member - Captain (WA) replied:

Hi David,

Good to see someone trying to get a full list together, but its a pity you don't have access to Nissan's database as I am sure all the failures and reasons are already logged. May be worth trying a FOI request to get Nissan's raw data?

I have been following this issue and have drawn my own conclusions as to whats happening here. Most (but not all) of the failures have been holed pistons on 3 and 4 cylinder. Now I don't think its any coincidence that the EGR inlet is directly opposite these two cylinders.

At cruise speeds (high revs but relatively low throttle openings) the turbo vanes "close" and boost is reduced to a few psi only. Additionally, the EGR valve opens fully. This allows hot exhaust gas to dilute the incoming cold air and lower the available oxygen. Now with less oxygen there is less nitrous oxides formed and thus the engine has low NOx emissions.

However, this also has the result of increasing the diesel to oxygen ratio which increases combustion temps (a diesel has higher combustion temps when rich, unlike a petrol that has higher temps when lean). This means that at cruise speeds, engine combustion temps rise.

Now add in a faulty MAF sensor and the ECU no longer knows how much air is going in, so it defaults to a preprogrammed volume for engine revs. Thus it is easy for excess diesel to be injected, increasing combustion temps even higher (very hot day - low air density, restricted air filter etc... is normally taken into account by the MAF).

Now the above scenario means that those vehicles doing long distance travel in warmer weather while being driven gently are at a higher risk than "city" driving where throttle opening is being constantly varied. It also explains why we hear of well maintained vehicles with gentle drivers going bang, especially if towing.

While it does not explain all cases, it does show one way these early series II engines could have trouble. It also offers an explanation as to why Nissan did a recall for an increase in sump volume (shorter dipstick!), more oil = cooler oil = cooler pistons from oil sprays. And it does explain why pistons are holed while the rest of the engine seems relatively undamaged (no bore scoring etc...). And it explains why Nissan have changed the pistons in latter models to ones that withstand higher temps better.

Anyway, the above is just a theory - NOT FACT - for the series II failures based on many web reports I have seen over the years. While I am sure there are other reasons for individual failures, the above accounts for the bulk of failures I have read about. And it shows how to minimise the chance happening if you do own a series II - get an EGT gauge and monitor your exhaust temps.

Cheers

Captain

whyallacookie replied:

Good on you for DOING SOMETHING about it. Doesn't effect me other than I like the Patrol and one day may buy one used. (And hopefully with the issue fully sorted)

It is time for those that have had the problems to speak up and help you help them.

It's time for the rest to go make a coffee or whatever and stop criticising someone for doing something.

Good luck.

Martyn (WA) replied:

David,
I've got a 2000 model 3.0 TD 156k on the clock, no engine problems apart from a stupid oil leak which caused me to strip the front of the motor off to fix, all done now no problems, all going strong so far. This oil leak is quite common around the plug on the right hand side of the sump, Nissan told me it was the plug leakiing during the warranty period it wasn't it was the joint between the sump and the engine, what a nightmare. Have to admit I used Toyota silicon sealent, hasn't leaked to date and I've done a couple of hard ish trips. Can I be of help with the survey?

pete replied:

And don't forgot the people like me who bought one of these partly based on recommendations from so called 4x4 journo experts at the time thinking that this should be a long term vehicle. On hearing of problems I then decided to sell - at a cost. Back to a good old troopcarrier.