Reference specification for the 4.4‑litre SDV8 diesel (448DT), fitted to Range Rover L405 and Range Rover Sport L494. No opinions, no verdicts — just the numbers, correctly sourced and verified against variant differences.
The 448DT (4.4‑litre SDV8 diesel) takes approximately 8.5 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‑cooler caveat explained below.
| Spec | Value |
|---|---|
| Capacity with filter change | ~8.5 litres [PLACEHOLDER] |
| Capacity without filter change | ~8.0 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 448DT is fitted across two Land Rover models. While the core oil capacity is consistent, sump design and filter access vary slightly by application.
| Application | Capacity Note | Filter Access |
|---|---|---|
| Range Rover (L405) | Standard 8.5L figure applies | Top‑mounted, accessible from above |
| Range Rover Sport (L494) | Standard figure, slightly different sump design but same capacity | Top‑mounted, tighter access but manageable |
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 448DT'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 448DT's well‑documented oil cooler and valley leak 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 448DT 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 448DT 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 448DT. 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 448DT oil cooler & swirl flap failure page and the 448DT 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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