Si4 GTDi Oil Capacity, Grade & Service Data

The Si4 GTDi takes approximately 5.7 litres with filter change [PLACEHOLDER — confirm vs OEM workshop data], using a 5W-30 low‑SAPS oil meeting Ford WSS‑M2C913‑D or JLR STJLR.03.5003.

Manufacturer service interval: 12,500 miles or 12 months, whichever comes first, on qualifying oil [PLACEHOLDER — confirm vs OEM workshop data]
Real‑world caveat: short urban journeys can accelerate fuel dilution and carbon buildup on this direct‑injection engine [EM‑INTERVIEW] — see below
Applies across Freelander 2, Evoque L538, Discovery Sport L550 and early Velar P250, with minor capacity variance by application — see the variant table
Last verified: March 2026

Full specification table, variant differences, common mistakes, and the short‑journey caveat explained below.

The Specification Table

Spec	Value
Capacity with filter change	~5.7 litres [PLACEHOLDER]
Capacity without filter change	~5.4 litres [PLACEHOLDER]
Viscosity grade	5W‑30 (low SAPS)
JLR specification	STJLR.03.5003 [PLACEHOLDER — confirm exact spec number]
Ford specification (cross‑reference)	WSS‑M2C913‑D
Change interval	12,500 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.

Variant Differences

The Si4 GTDi is fitted across several models, and while the core specification is consistent, sump capacity and filter position vary slightly by application.

Application	Capacity Note	Filter Access
Freelander 2 (L359)	Standard 5.7L figure applies	Top‑mounted, accessible from above
Evoque L538	Standard figure, some early builds noted slightly lower fill level	Top‑mounted, tighter access on L538
Discovery Sport L550 (pre‑2019)	Standard figure applies across all Si4 variants	Top‑mounted
Velar L560 (early P250)	Standard figure applies	Top‑mounted

Notes & Caveats

The manufacturer's 12,500‑mile interval assumes motorway‑weighted use. In real UK conditions, short urban journeys can prevent the engine from reaching full operating temperature, leading to fuel dilution and carbon buildup on intake valves — a well‑documented characteristic of direct‑injection petrol engines [EM‑INTERVIEW], covered in more detail on our Ingenium Oil Dilution failure page (note: the Si4 shares similar dilution mechanisms despite being a different engine family). Independent specialists we've spoken to frequently recommend a shorter, 6,000‑mile interval for owners whose driving is predominantly short urban trips, regardless of what the service computer indicates. This isn't manufacturer guidance — it's a practical adjustment specialists make based on what they see coming through the workshop, and it costs a fraction of the alternative, which is serious carbon buildup or bearing wear caused by contaminated oil.

Common Mistakes

Trusting the service computer interval blindly. It doesn't know your driving pattern is mostly short urban trips.
Using a non‑low‑SAPS oil. Even though the Si4 doesn't have a DPF, low‑SAPS oil is still recommended to protect the catalytic converter and reduce ash buildup — see our DPF & Emissions Systems Explained for the broader principle.
Confusing Si4 GTDi with Ingenium 204PT. The later Ingenium petrol has a different capacity and grade — check your engine code first via our Engine Code Guide.
Assuming all 2.0‑litre turbo petrols are the same. The later AJ200P (204PT) engine carries different specifications entirely — see our Ingenium identification guide if you're not certain which family you have.

How to Verify on the Actual Vehicle

The dipstick and filler cap on the Si4 GTDi are both clearly marked and accessible from above without removing any panels. Confirm your exact build spec via the engine number stamp described on our Engine Number Location guide before assuming these figures apply — early and late production runs occasionally carry minor running changes that aren't always reflected in aftermarket reference sources.

Why This Specification Matters

Getting oil spec wrong on a modern turbocharged direct‑injection engine can lead to serious problems. The correct 5W‑30 viscosity ensures proper cold‑start flow, which is critical for turbocharger bearing protection. The low‑SAPS specification reduces the risk of valve deposits and maintains catalytic converter efficiency. Using a non‑approved oil — even one that matches the viscosity — can lead to increased wear, turbo coking, and premature failure of emissions components. This is also why we treat "any 5W‑30 will do" as a genuine misconception worth correcting rather than a pedantic technicality — the low‑SAPS approval matters as much as the viscosity number, and cheaper oils meeting the viscosity spec without the emissions‑system approval are a false economy that shows up as a much larger bill years later.

Every Figure SourcedUnverified numbers are flagged, never guessed.

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Last Verified March 2026Reviewed on a regular schedule, not left to go stale.

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12 Vetted JLR SpecialistsReal workshop insight behind the caveats, not just the spec sheet.

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100% IndependentNo sponsors, no manufacturer influence.

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The Specification Table

Variant Differences

Notes & Caveats

Common Mistakes

How to Verify on the Actual Vehicle

Why This Specification Matters

Related Specifications

204PT Oil Capacity →

Si4 GTDi Timing Chain or Belt? →

Si4 GTDi Engine Page →

204DTD Oil Capacity →

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