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The older models are problematic, and the newer ones will likely experience similar troubles as they age, including oil dilution and timing chain complications. A customer just arrived in his newly acquired Discovery Sport 2.0, unaware of potential issues, as he had not conducted a thorough inspection. This oversight could result in significant costs, as many buyers neglect to verify the condition of such vehicles. Repair costs exceed the vehicle's value. I can only offer counsel; proceed with caution, as you have been forewarned. It is certain to fail someday, as it is a ticking time bomb. I recall that during my ownership of the M4, there was some concern around crank hub failure in these vehicles; yet, such occurrences were infrequent, and the failure rate was notably low, leading many to avoid the issue.

Thank you for your prompt response. Does that pertain to models released after 2019 or those introduced subsequently? This is a 2021 model.

The 2.0-liter diesel engines Inginium engines are the worst available; I would advise against them. You were fortunate if you managed to avoid issues previously. Timing chains can cause a multitude of complications when they fail. It is regarded as the worst engine in history, particularly the 2.0 diesel variants, which exhibit significant issues. The identical engine is utilised in the Evoque, Discovery Sport, and other models.

Greetings, I am considering the acquisition of a Land Rover Range Rover Evoque. 2.0 D165 FWD Euro 6, with 50,000 kilometres. What are everyone's opinions about this model? I have explored other topics but have been unable to locate many pertaining to this specific topic. I have never owned an Evoque, but I have always desired one. I was considering a Discovery Sport; but, the updated Evoque design captivates me. The forums I am examining exhibit considerable diversity in opinions. I previously owned a 2017 F Pace 2.0 diesel, which I found satisfactory; however, I chose to downsize and sold it, however I now regret the reduction in size. I maintain awareness of service intervals and care for my vehicles.

My 639 has a curb weight of slightly under 2.2 tonnes. The gross train weight exceeds 4.9 tonnes. There is considerable tolerance required for the drivetrain to manage. The percentage growth can be obtained from websites that display the percentage of increase in circumference. However, this is primarily attributable to the additional revolutions required to initiate movement, particularly on an incline, if so chosen. Years ago, I upgraded the tyres on a Vito from 205/65 to 205/75 to enhance the ride quality. Over approximately 60,000 miles, it did not cause any damage. The speedometer was then as near to GPS accuracy as possible. I would not appreciate the road noise and atmosphere, but to each their own.

The gearbox rotates the propeller, which drives the differential, which turns the axles, which in turn rotate the wheels. Larger wheels may increase unsprung weight; yet, in the overall context of a one-ton van... What impact will they have?

I anticipate that the differential will fail before the automatic gearbox. However, that would be contingent upon the extent of your demands. Obtaining the torque specification for your box should be feasible. Subsequently, contrast the power output of motors directed towards it with that of your own.

Many van insurance providers are quite apprehensive regarding any non-standard practices.

A larger (non-standard) rolling radius will undoubtedly impose some additional strain on the drivetrain during acceleration. This van may be transporting approximately one tonne of payload or pulling 2.5 tonnes. However, the speedometer would undoubtedly provide an inaccurate reading, which would be inadvisable.

An automatic gearbox will remain unaffected; nevertheless, your speedometer will be inaccurate if the aspect ratio is not consistently maintained. Excessive alterations may lead to premature deterioration of your suspension and steering components.

Consult the handbook for the selection of available wheels and suggested tyres, and select one from that list. Installing tires outside the specified dimensions may affect insurance coverage.

Hello everyone, I possess a Vito W447. I desire an update to 17-inch wheels with robust tires. The BFG A/T tires are excessively bulky for my requirements, so I am considering the Yokohama Geolandar tire. I have been informed that installing an oversized tyre could damage the automatic transmission due to increased strain. Does anyone here possess experience with this topic? Thank you.

A low oil level could result in the pick-up tube momentarily ingesting air during high-speed cornering. The G-force displaced the oil to one side of the sump, resulting in oil hunger. The problem was partially resolved with the implementation of oil baffles and the configuration of sumps to mitigate this issue. Ford faced class action lawsuits in the USA due to significant big end bearing failures in their V6 engines, attributed to the massive circular slip lanes leading onto motorways, where vehicles would experience oil starvation caused by g-forces displacing oil away from the pickup tubes. I trust this issue has been resolved; nonetheless, I would not be astonished if it remains unaddressed.

It is important to note that low oil pressure does not inherently indicate low oil level. Low oil level is only significant if it results in low oil pressure; however, low oil pressure may arise from various other underlying issues. Therefore, monitoring oil pressure is more crucial than tracking oil level.

In the past, when I sold Audi and Volkswagen vehicles, the illumination of the oil light indicated a low oil level. If the light flashed, accompanied by a buzzer in certain models, it signified a loss of oil pressure. It is unfortunate that many customers were unaware of this, since they arrived to our service centre with the flashing light on.

The driver need not monitor the oil level while operating the vehicle; this was typically assessed using a dipstick on a weekly basis or before to an extensive trip. The sole scenario in which the oil level may precipitously and unexpectedly decrease to near-empty is if the oil sump sustains a sudden fracture or the drain plug detaches; hence, the oil pressure warning light will undoubtedly activate promptly. Traditionally, most vehicles were equipped solely with an oil pressure switch rather than a low oil level sensor, which could have been easily installed, because a low oil level does not provide an immediate threat as long as the oil pressure remains enough. An insufficient oil level may result in long-term damage; however, this is sufficiently mitigated by weekly dipstick inspections. The emergence of automotive electronics has resulted in sensors for numerous functions; however, this does not imply that all monitored parameters are essential. A low oil level may trigger an amber or white alert—indicating a warning or informational status—signifying 'continue driving and rectify at your earliest convenience,' however low oil pressure will consistently activate a red alert, indicating 'cease operation, turn off the engine.'

The oil level is crucial to monitor; by the time the low-pressure warning light activates, damage may occur within seconds. Nonetheless, my 100,000-mile OM 642 has not consumed any oil throughout the year I have owned it; yet, it is equipped with a dipstick for monitoring levels.

The low oil pressure indicator will activate well in advance of this occurrence.

The complete absence of oil is somewhat catastrophic, I would have imagined. 😆

Engines utilise oil. Consequently, a system exists for monitoring the level.

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The electronic oil level metering system is designed to alert diesel vehicle operators of oil overfill, which can be detrimental to the engine. This explains why Mercedes-Benz diesel-engine vehicles were the initial recipients of this system. It subsequently became a prevalent convenience feature in several fuel variants. For the majority of engine types equipped with this technology, it is indeed possible to purchase an oil dipstick and continue to assess the oil level using conventional methods. For a diesel engine, two key factors concerning engine oil are an excessively high oil level and insufficient oil pressure. All other factors are subordinate, including the low oil level and the precise oil pressure measurement.

Why eliminate a physical dipstick? It is an absurd notion; nonetheless, it seems that Mercedes-Benz owners prefer to avoid getting their hands filthy. 😆

The onboard oil level display in Mercedes vehicles is inadequate, similar to that of all contemporary automobiles. Upon purchasing our E class, the oil level indicated the minimum threshold. Following a comprehensive service, it was also at a minimum level. Due to my obsessive-compulsive tendencies, I added 100ml, resulting in a display of maximum capacity. I consulted our local Mercedes specialist, who indicated that it is not an optimal system and should function well as long as it does not indicate low oil levels. Was the vehicle positioned on a flat surface when it indicated the level? On our device, it frequently indicates that it is measuring the oil level without displaying any information. I detest the absence of a dipstick. Exercise caution when adding oil, as it is highly sensitive and can be easily overfilled, which will trigger a warning message. As it is not possible to extract oil from the dipstick tube in the event of overfilling, it is a nuisance to remove a small amount to achieve the appropriate level.

I possess a 2020 C-Class coupe. The oil level has decreased to slightly above the minimum threshold (refer to the image). I returned it to the main dealer to ascertain whether there was a leak or if it was consuming oil. A visual check was conducted, and I was informed that there were no leaks and that the amount was acceptable, although being slightly above the minimum threshold, with no further explanation provided. The vehicle has barely accumulated 39,000 miles. I feel apprehensive over this matter. Do you have any suggestions?