Reference specification for the 2.7‑litre TDV6 diesel (276DT), fitted to Discovery 3, Range Rover Sport L320, Jaguar XF and XJ. No opinions, no verdicts — just the numbers, correctly sourced and verified against variant differences.
The 276DT (2.7‑litre TDV6 diesel) takes approximately 6.3 litres of oil with a filter change [PLACEHOLDER — confirm vs OEM workshop data], using a 5W‑30 viscosity oil meeting JLR specification STJLR.03.5005.
Full specification table, variant differences, common mistakes and the oil‑pump caveat explained below.
| Spec | Value |
|---|---|
| Capacity with filter change | ~6.3 litres [PLACEHOLDER] |
| Capacity without filter change | ~6.0 litres [PLACEHOLDER] |
| Viscosity grade | 5W‑30 (low SAPS) |
| JLR specification | STJLR.03.5005 [PLACEHOLDER — confirm exact spec number] |
| Change interval | 16,000 miles / 12 months [PLACEHOLDER] |
| Oil filter type | Cartridge, top‑mounted |
Figures marked [PLACEHOLDER] require confirmation against the OEM workshop manual before this page goes live — flagged here deliberately rather than guessed.
The 276DT is fitted across several models. While the core oil capacity is consistent, sump design and filter access vary slightly by application.
| Application | Capacity Note | Filter Access |
|---|---|---|
| Discovery 3 (L319) | Standard 6.3L figure applies | Top‑mounted, accessible from above |
| Range Rover Sport (L320) – 2.7 TDV6 | Standard figure, slightly different sump design but same capacity | Top‑mounted, tighter access but manageable |
| Jaguar XF (X250) / XJ (X351) – 2.7 TDV6 | Standard figure | Top‑mounted, different engine bay layout but same filter |
The manufacturer's 16,000‑mile service interval assumes normal use with a healthy mix of motorway and urban driving. In real‑world UK conditions – particularly short urban journeys – the 276DT's DPF regeneration process can introduce unburned fuel into the oil, leading to dilution. Many independent specialists [EM-INTERVIEW] recommend a 6,000‑mile oil change interval for vehicles used predominantly for short trips, regardless of the service computer indication. This practical adjustment costs a fraction of a major repair and is widely adopted by workshops that see these engines regularly.
The 276DT's well‑documented oil pump housing failure is a mechanical issue, not an oil‑related one, but correct oil viscosity is critical to maintaining adequate oil pressure at the pump. For a deeper look at the engine's reliability and cost‑of‑ownership, see the 276DT Engine Knowledge Centre.
The oil filler cap and dipstick are clearly marked and accessible from the top of the engine bay. Confirm your exact engine code by locating the engine number stamp – see our Engine Number Location guide. Early and late production runs of the 276DT may have minor running changes affecting oil specification; always refer to the latest JLR service bulletin for your VIN.
Using the correct oil grade and low‑SAPS approval is not optional on the 276DT. The engine's high‑pressure common‑rail system, turbocharger, and emissions after‑treatment are all sensitive to oil viscosity and ash content. Incorrect oil can lead to increased wear, DPF blockage, and potentially expensive repairs – far exceeding the cost of proper maintenance. The 5W‑30 grade is specified for its cold‑start flow characteristics, protecting the engine during the critical warm‑up phase on cold UK mornings. For a full breakdown of the failure modes linked to poor oil maintenance, visit our 276DT oil pump failure page and the 276DT symptom hub.
Every Figure SourcedUnverified numbers are flagged, never guessed.
Last Verified August 2026Reviewed on a regular schedule, not left to go stale.
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