Two V8 diesel engines that power some of the most desirable Land Rovers. The 4.4‑litre 448DT (SDV8) is the refined, durable late‑model choice; the 3.6‑litre 368DT (TDV8) is the earlier, more affordable entry point. Here's our honest verdict.
The 448DT (4.4 SDV8) is the better engine for most buyers — it's significantly more reliable, with no catastrophic bottom‑end design flaws, and offers smoother, more refined performance. The 368DT (3.6 TDV8) is a more affordable entry point but carries real risks of timing chain failure and crankshaft fracture that can make it an expensive gamble.
Full comparison, cost analysis, and a scenario‑based buying guide below.
| 448DT (4.4 SDV8) | 368DT (3.6 TDV8) | |
|---|---|---|
| Engine Code | 448DT / SDV8 4.4 | 368DT / TDV8 3.6 |
| 2025 UK Enquiries | 320 [EM-VERIFIED] | 650 [EM-VERIFIED] |
| Typical Host Vehicles | Range Rover L405, RR Sport L494 (2013‑2021) | Range Rover L322, RR Sport L320 (2006‑2013) |
| Typical Vehicle Value | £18,000–£55,000 | £5,000–£18,000 |
| Reconditioned Supply | £6,000–£9,000 | £5,500–£8,000 |
| R&R Labour | 18–24 hrs | 14–18 hrs |
| Defining Weakness | Oil cooler leaks, coolant crossover pipes | Timing chain tensioner, crankshaft fracture |
| Best For | Reliability‑focused buyers, high‑mileage motorway, towing | Budget‑conscious buyers, enthusiasts who accept the risk |
The 448DT is the stronger choice for nearly every buyer. It's the later, more refined, and fundamentally more durable engine. The 368DT is cheaper to buy and replace, but its documented timing chain and crankshaft failure modes can turn a bargain purchase into a financial disaster. In our data, the 368DT has nearly double the enquiries (650 vs 320 [EM-VERIFIED]), largely because it's fitted to older, more affordable vehicles and is more numerous in the used market, not because it's a better engine. The 448DT's higher upfront cost is offset by lower long‑term risk, and its typical host values (£18,000‑£55,000) comfortably absorb a replacement cost, making the 448DT a ✅ Safe proposition. For most buyers, the 448DT is the only sensible choice.
The 448DT, also sold as the 4.4 SDV8, is the pinnacle of Land Rover's V8 diesel development. It was introduced in the L405 Range Rover and later the L494 Range Rover Sport, replacing the 368DT. Its main advantage is a robust bottom end with no catastrophic design flaws. The known issues are minor by comparison: oil cooler leaks in the valley of the V8, alternator failure, and coolant crossover pipe leaks, all of which are manageable repairs [PATTERN DATA]. The 448DT delivers 339bhp and 516lb‑ft of torque, offering effortless performance and exceptional refinement. Reconditioned supply costs £6,000–£9,000 [EM-QUOTE] and labour is 18–24 hours, but given the engine's reliability, most owners will never need to replace it. Full specs and fitment details are on the 448DT Knowledge Centre.
The 368DT (3.6 TDV8) was Land Rover's first production V8 diesel, used in the L322 Range Rover and L320 Range Rover Sport from 2006 to 2013. It's a capable engine with 272bhp and 472lb‑ft of torque, but it's plagued by known weaknesses. The most serious is timing chain tensioner failure, particularly on early (2006‑2009) units, which can cause catastrophic engine damage. Crankshaft fracture is also a documented risk [PATTERN DATA]. While reconditioned supply is cheaper at £5,500–£8,000 [EM-QUOTE] and labour is 14–18 hours, the risk of a major failure is significantly higher. Many specialists advise avoiding early examples unless they have a full history and evidence of chain replacement. The 368DT is still a capable unit, but it's a gamble compared to the 448DT. Full details on the 368DT Knowledge Centre.
The cost difference over five years is stark. The 368DT is cheaper to buy upfront — typical L322 values are £5,000–£18,000, while the 448DT's L405/L494 hosts are £18,000–£55,000. However, the 368DT's higher probability of a major failure (£5,500–£8,000 for a recon + labour) can quickly erase the initial saving. Many owners of early 368DTs end up facing a £6,000‑£9,000 bill, which often exceeds the vehicle's value. In contrast, the 448DT's known issues are less severe and cheaper to fix (oil cooler repairs around £1,200–£2,500). Fuel economy is similar, but the 448DT's extra efficiency (due to better tuning) slightly offsets its higher power. Overall, the 448DT costs less to own over five years unless you're exceptionally lucky with an 368DT. Our repair vs replace framework can help you decide if a failure on an older 368DT is worth fixing.
If your budget is tight, the 368DT is your only option, but you must budget for potential repairs. Focus on post‑2010, low‑mileage examples with a full service history and evidence of chain work.
448DT, without question. The higher purchase price is worth it for the lack of catastrophic failure modes and the far superior refinement.
448DT – its extra torque and superior durability make it the better companion for heavy loads and sustained motorway use.
If you can do your own work or have a trusted indie, a well‑maintained 368DT can be a bargain. Just accept the risk and budget for the worst.
To be clear: neither engine is objectively "bad". The 368DT is a product of its time and can be reliable if carefully maintained, but the 448DT is a clear step forward in engineering, durability, and refinement. If you can stretch to a 448DT‑equipped vehicle, it's almost always the better long‑term decision. For a broader view on Land Rover V8 diesels, visit our Engine Failure Index 2026 or the Economics hub.
Yes, significantly. The 448DT has no catastrophic bottom‑end design flaws, while the 368DT suffers from timing chain tensioner failure and crankshaft fracture risks. The 448DT's issues are limited to oil cooler leaks and minor cooling system problems, which are far less severe.
The 368DT is cheaper, with reconditioned supply costs of £5,500–£8,000 versus £6,000–£9,000 for the 448DT. Labour is also slightly lower on the 368DT (14–18 hrs vs 18–24 hrs). However, the 448DT is less likely to need replacement in the first place.
The 448DT is fitted to Range Rover L405 (2013‑2021) and Range Rover Sport L494 (2013‑2021). The 368DT is in the earlier Range Rover L322 (2006‑2013) and Range Rover Sport L320 (2006‑2013).
It can be, if you find a well‑maintained example and budget for potential repairs. However, the 448DT is a much safer long‑term investment, especially if you can afford the higher purchase price.
970 Combined EnquiriesBoth engines analysed from real 2025 UK data.
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12 Vetted JLR SpecialistsExperienced with both V8 diesel families.
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