{"id":113,"date":"2026-07-01T08:06:06","date_gmt":"2026-07-01T08:06:06","guid":{"rendered":"https:\/\/jlrengines.co.uk\/blog\/?p=113"},"modified":"2026-06-08T08:10:03","modified_gmt":"2026-06-08T08:10:03","slug":"range-rover-sport-sdv6-engine-lifespan","status":"publish","type":"post","link":"https:\/\/jlrengines.co.uk\/blog\/range-rover-sport-sdv6-engine-lifespan\/","title":{"rendered":"Range Rover Sport 3.0 SDV6 (306DT) Engine Lifespan &#038; Reliability Guide"},"content":{"rendered":"\n<p class=\"wp-block-paragraph\">When evaluating the longevity of a premium diesel SUV, the <a href=\"https:\/\/jlrengines.co.uk\/range-rover-sport-engines\" target=\"_blank\" rel=\"noreferrer noopener\">Range Rover Sport<\/a> L494 equipped with the 3.0 SDV6 (engine code 306DT) frequently tops the list of vehicles owners intend to keep for the long haul. However, the reality of high-mileage ownership with this complex powertrain is heavily dependent on maintenance habits that often contradict the manufacturer&#8217;s original service schedules.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The 3.0 SDV6 in a 2013\u20132020 Range Rover Sport L494 can comfortably exceed 180,000 miles, but reaching that milestone depends entirely on ignoring the manufacturer&#8217;s extended oil service intervals and addressing early timing chain warnings before they destroy the engine.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Before diving into the technical specifics of the 306DT, it is vital to establish our workshop philosophy. At JLR Engines, we specialise in <a href=\"https:\/\/jlrengines.co.uk\/services\/engine-rebuilding-reconditioning\" target=\"_blank\" rel=\"noreferrer noopener\">reconditioning and rebuilding<\/a> your original engine rather than replacing it. Replacement is only recommended when the engine core is beyond economical repair, which represents a small minority of our work. This rebuild-first approach typically saves 40\u201350% compared to main dealer replacement costs while maintaining OEM-standard quality.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">In this guide, we will break down the realistic lifespan expectations of the 3.0 SDV6, the specific model-year vulnerabilities of the L494 chassis, and the warning signs that indicate your engine is approaching major rebuild territory.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Quick Answer: How Long Does the 3.0 SDV6 Actually Last?<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The 3.0 SDV6 (306DT) is fundamentally a robust, torque-heavy V6 diesel engine, originally developed through a joint venture between PSA Group and Ford. In its Range Rover Sport L494 application, it produces impressive performance, but its lifespan is a tale of two extremes based entirely on oil maintenance.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">For a Range Rover Sport that has strictly adhered to Land Rover&#8217;s extended &#8220;long-life&#8221; service intervals (often up to 24,000 miles or 24 months), the realistic lifespan before major mechanical intervention is required is typically between 100,000 and 120,000 miles. By this mileage, carbon buildup, timing chain stretch, and oil pickup screen blockages frequently lead to catastrophic internal failures.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Conversely, for an L494 SDV6 that has been subjected to &#8220;severe&#8221; or reduced service intervals (oil and filter changes every 8,000 to 10,000 miles using the exact JLR-approved 5W-30 low-SAPS specification), the engine can comfortably surpass 180,000 to 200,000 miles. In our workshop, we commonly see SDV6 timing chain and turbo failures appear after 80,000 to 100,000 miles when owners strictly follow the manufacturer&#8217;s extended oil service intervals, whereas vehicles with meticulous, frequent oil histories routinely arrive for minor preventative work well past the 150,000-mile mark.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Ultimately, the cast iron block, aluminium cylinder heads, and bottom end of the 306DT are highly durable. It is the ancillary systems, the timing gear located at the rear of the engine, and the lubrication pathways that dictate whether your Range Rover Sport will reach high mileage or require a full reconditioning at the 120,000-mile mark.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">The Red Flag Years: 2013\u20132020 Model Variations<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The L494 generation of the Range Rover Sport spanned several critical updates to the 3.0 SDV6 engine and its surrounding emissions equipment. Understanding where your specific model year falls in this timeline is crucial for anticipating failures and planning your maintenance budget.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>2013\u20132015 (High Risk):<\/strong> Early timing chain stretch (plastic guide degradation), sequential turbo actuator failures, EGR valve carbon lock, and crankcase ventilation (PCV) diaphragm splits leading to oil consumption.<\/li>\n\n\n\n<li><strong>2016\u20132018 (Moderate Risk):<\/strong> Crankshaft snapping and big end bearing failure (primarily due to oil pickup screen blockage from carbon\/sludge). Updated timing chain kits were introduced, but oil starvation remains the primary lifespan killer.<\/li>\n\n\n\n<li><strong>2019\u20132020 (Low\/Moderate Risk):<\/strong> Mechanical engine internals are largely robust, but lifespan is frequently cut short by complex emissions failures: AdBlue crystallisation, DPF saturation from short urban trips, and EGR cooler internal leaks causing coolant loss.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Common Problems That Shorten SDV6 Engine Life<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">To understand why a 3.0 SDV6 might fail at 110,000 miles instead of 200,000, we must look at the specific engineering compromises and maintenance realities of the 306DT engine.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">1. The Timing Chain Location and Stretch<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Unlike many inline engines where the timing chain is accessible at the front, the 3.0 SDV6 features its timing chains and tensioners located at the rear of the engine, nearest the bulkhead. This design choice means that replacing the timing chain kit requires either dropping the engine out of the subframe or removing the vehicle&#8217;s cab.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The chains themselves are prone to stretch, but the real culprit is the degradation of the plastic tensioner guides and the failure of the hydraulic tensioners to maintain pressure on cold starts. When the chain stretches, it jumps teeth, causing the pistons to strike the valves. This instantly turns a preventative job into a catastrophic cylinder head and engine rebuild. Catching this early with a targeted <a href=\"https:\/\/jlrengines.co.uk\/repairs\/timing-chain-replacement\" target=\"_blank\" rel=\"noreferrer noopener\">timing chain replacement<\/a> is critical.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">2. Oil Pickup Screen Blockage and Crankshaft Failure<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The 306DT is highly sensitive to oil quality and carbon ingestion. The Exhaust Gas Recirculation (EGR) system constantly feeds soot back into the inlet manifold. Over time, this soot mixes with oil vapour from the PCV system, creating a thick, tar-like sludge that drops into the sump.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">This sludge eventually blocks the mesh screen on the oil pickup pipe. When the screen blocks, the oil pump starves the engine of lubrication. The big end bearings are the first to fail, followed rapidly by the crankshaft itself. We&#8217;ve received Range Rover Sport L494 engines that were previously misdiagnosed elsewhere as simple turbo failures, only to find the root cause was a snapping crankshaft or severe bearing wear due to oil starvation. Dropping the sump to clean the pickup pipe is a vital, often overlooked lifespan-extending procedure. When crankshaft damage occurs, our specialist <a href=\"https:\/\/jlrengines.co.uk\/repairs\/crankshaft-repair-sdv6-tdv6\" target=\"_blank\" rel=\"noreferrer noopener\">crankshaft repair<\/a> protocols are enacted to save the block.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">3. Turbocharger Complexity and Oil Feed Issues<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The 306DT in the SDV6 guise utilises a complex sequential turbocharging setup to eliminate lag and provide massive low-end torque. The turbo bearings rely on a constant, clean supply of oil. If the oil is degraded due to extended service intervals, the carbon particles act as an abrasive on the turbo shaft bearings.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Furthermore, the oil feed and return pipes can become restricted with sludge, leading to turbo failure. A failing turbo not only causes a loss of power and blue smoke but can also ingest metallic debris into the engine or cause a runaway diesel condition, both of which are fatal to the engine&#8217;s lifespan. Addressing this requires comprehensive <a href=\"https:\/\/jlrengines.co.uk\/repairs\/turbo-repair-replacement\" target=\"_blank\" rel=\"noreferrer noopener\">turbo repair and replacement<\/a>.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">4. Inlet Manifold Swirl Flaps and Carbon Buildup<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The inlet manifold on the 3.0 SDV6 contains swirl flaps designed to optimise the air-fuel mixture at lower RPMs. These flaps are mounted on a spindle that passes through the manifold wall. Over time, the seals degrade, allowing oil and soot to leak out onto the outside of the engine (often mistaken for a rocker cover leak). More critically, the carbon buildup inside the manifold can restrict airflow, causing the ECU to over-fuel the engine. This excess fuel washes the cylinder walls, degrading the oil film and accelerating piston ring and bore wear. Regular <a href=\"https:\/\/jlrengines.co.uk\/repairs\/dpf-egr-adblue-cleaning\" target=\"_blank\" rel=\"noreferrer noopener\">DPF, EGR, and AdBlue cleaning<\/a> is essential to prevent this buildup.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">What This Isn&#8217;t: Misdiagnosing the SDV6<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">A common mistake we see is assuming that a diesel-like rattle on cold start is just normal injector noise or glow plug degradation. In our workshop, we regularly find that it is actually the timing chain tensioners failing to pressurise due to sludge buildup, leading to catastrophic chain stretch within weeks. Many owners and general mechanics dismiss this 3-to-5 second rattle as &#8220;characteristic&#8221; of an older diesel, missing the narrow window of opportunity to replace the timing kit before the chain jumps a tooth and destroys the valve train. We recently documented a similar failure in our <a href=\"https:\/\/jlrengines.co.uk\/case-studies\/sdv6-timing-chain\" target=\"_blank\" rel=\"noreferrer noopener\">SDV6 timing chain case study<\/a>, highlighting how early detection prevents total engine destruction.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Warning Signs Your 306DT is Approaching Rebuild Territory<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">If your Range Rover Sport is approaching or has exceeded 100,000 miles, you must be hyper-vigilant for the following symptoms. Ignoring these will inevitably lead to a seized or catastrophically damaged engine.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Cold Start Rattle:<\/strong> A harsh, metallic rattling from the rear of the engine bay (near the bulkhead) that lasts for 2 to 5 seconds after turning the key. This indicates the hydraulic tensioners are draining down or the chains are physically stretched.<\/li>\n\n\n\n<li><strong>Oil Pressure Warnings:<\/strong> Any flickering of the oil pressure light, especially when idling or decelerating, is an immediate red flag. This often points to a blocked oil pickup screen or severely worn main bearings. Stop the engine immediately.<\/li>\n\n\n\n<li><strong>Excessive Crankcase Pressure:<\/strong> If you remove the oil filler cap while the engine is idling and there is a significant amount of pulsing blow-by gas escaping, your piston rings or cylinder bores are worn. This is often accompanied by high oil consumption.<\/li>\n\n\n\n<li><strong>Unexplained Coolant Loss:<\/strong> While the 3.0 SDV6 is less prone to the porous block issues of earlier Jaguar diesels, it does suffer from EGR cooler failures and oil cooler seal leaks. If coolant is disappearing without a visible external puddle, it may be entering the exhaust or the oil system, creating a milky sludge that destroys bearings. This often necessitates immediate <a href=\"https:\/\/jlrengines.co.uk\/repairs\/coolant-leak-overheating-repair\" target=\"_blank\" rel=\"noreferrer noopener\">coolant leak and overheating repair<\/a>.<\/li>\n\n\n\n<li><strong>Turbo Whine and Blue Smoke:<\/strong> A high-pitched whine under acceleration, coupled with blue smoke from the exhaust, indicates the turbocharger shaft seals have failed. If left unchecked, the turbo will disintegrate, sending metal shards into the intercooler and engine.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Preventative Maintenance vs. Rebuild Costs<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The financial reality of owning a high-mileage Range Rover Sport SDV6 comes down to a choice between proactive maintenance and reactive rebuilding. Understanding the cost bands helps clarify why preventative work is an investment, not an expense. Based on current UK workshop rates, costs have adjusted to reflect modern labour and OEM parts pricing.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Preventative Maintenance Costs<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">To safely push the 306DT past 150,000 miles, the following preventative work is highly recommended between 80,000 and 100,000 miles:<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Uprated Timing Chain Kit Replacement (Engine Out):<\/strong> \u00a31,600 \u2013 \u00a32,400. This includes OEM or uprated chains, tensioners, guides, and the immense labour required to remove the engine from the L494 chassis.<\/li>\n\n\n\n<li><strong>Sump Removal and Oil Pickup Pipe Clean:<\/strong> \u00a3350 \u2013 \u00a3500. A relatively inexpensive insurance policy against crankshaft failure.<\/li>\n\n\n\n<li><strong>Inlet Manifold Removal and Carbon Cleaning:<\/strong> \u00a3450 \u2013 \u00a3700. Restores airflow, prevents swirl flap seizures, and ensures clean combustion.<\/li>\n\n\n\n<li><strong>Reduced Interval Oil Services:<\/strong> \u00a3180 \u2013 \u00a3250 per service (every 8,000 miles). Adhering to a strict <a href=\"https:\/\/jlrengines.co.uk\/services\/routine-servicing\" target=\"_blank\" rel=\"noreferrer noopener\">routine servicing<\/a> schedule is your best defence.<\/li>\n<\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Rebuild and Reconditioning Costs<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">If preventative maintenance is ignored and the engine suffers a catastrophic failure (such as a snapped crankshaft, dropped valve, or spun big end bearing), a full reconditioning is required.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Typical UK rebuild costs for the 3.0 SDV6 (306DT) generally range between \u00a34,500 and \u00a37,500, depending on crankshaft condition, timing damage, oil contamination, injector state, turbo condition, and whether the original block is reusable.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The lower end of this scale assumes the cylinder heads can be salvaged, the crankshaft can be machined, and the turbos are unaffected. The upper end reflects a scenario where the block is scored, the crankshaft must be replaced, and the entire oil system requires extensive flushing to remove metallic debris. When a 3.0 SDV6 arrives at our facility for a rebuild, the process is exhaustive. The engine is fully stripped, and the cast iron block and aluminium cylinder heads undergo chemical hot-tanking to remove decades of baked-on carbon and sludge. The cylinder heads are then pressure-tested for micro-fractures and the valve seats are recut to ensure perfect sealing. For a detailed breakdown of how these costs are calculated, you can review our <a href=\"https:\/\/jlrengines.co.uk\/pricing-disclaimer\" target=\"_blank\" rel=\"noreferrer noopener\">pricing disclaimer<\/a>. All major rebuilds at our facility are backed by a <a href=\"https:\/\/jlrengines.co.uk\/warranty\" target=\"_blank\" rel=\"noreferrer noopener\">12-month unlimited mileage warranty<\/a>, providing long-term peace of mind.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">When Repair Makes Sense vs. When Replacement May Be Necessary<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Because the L494 Range Rover Sport retains significant value and utility well into its second decade, repairing the original engine almost always makes financial sense compared to replacing the vehicle.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Repair and reconditioning make sense when:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>The chassis, suspension, and interior are in excellent condition.<\/li>\n\n\n\n<li>The vehicle has a documented history of regular use, meaning the ancillary components (gearbox, transfer case, differentials) are likely healthy.<\/li>\n\n\n\n<li>The engine failure is contained (e.g., timing chain failure caught early, or a spun bearing that hasn&#8217;t shattered the main block).<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Replacement (as a last resort) may only be necessary when:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li>The engine block has suffered a &#8220;windowing&#8221; event, where a connecting rod has physically punched a hole through the cast iron block.<\/li>\n\n\n\n<li>The vehicle has suffered severe structural corrosion or electrical water damage that makes a \u00a36,000 engine investment economically unviable.<\/li>\n<\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">In the vast majority of the cases we see, the original 306DT block and cylinder heads are perfectly reusable once stripped, chemically cleaned, machined, and reassembled with new OEM-spec bearings, piston rings, and gaskets.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">What JLR Engines Recommends for High-Mileage Ownership<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">If you intend to keep your Range Rover Sport L494 for the long term, we recommend adopting a &#8220;severe duty&#8221; maintenance schedule, regardless of what the vehicle&#8217;s onboard service indicator suggests.<\/p>\n\n\n\n<ul class=\"wp-block-list\">\n<li><strong>Change the oil every 8,000 miles or 12 months.<\/strong> Use only the exact JLR-approved 5W-30 low-SAPS oil. This single habit prevents the sludge that kills the timing chains and blocks the oil pickup.<\/li>\n\n\n\n<li><strong>Listen to cold starts.<\/strong> Keep the radio off and the windows down when starting the car in the morning. If you hear a metallic rattle from the back of the engine, book a <a href=\"https:\/\/jlrengines.co.uk\/services\/engine-diagnostics\" target=\"_blank\" rel=\"noreferrer noopener\">diagnostic inspection<\/a> immediately.<\/li>\n\n\n\n<li><strong>Use premium fuel and motorway miles.<\/strong> The SDV6 DPF and EGR systems require high exhaust temperatures to regenerate. Regular motorway driving at higher RPMs is essential to burn off soot and keep the inlet manifold clean.<\/li>\n\n\n\n<li><strong>Treat the cooling system as a wear item.<\/strong> Flush the coolant every 4 years and replace the plastic coolant crossover pipes and water pump proactively before they crack and dump the engine&#8217;s coolant, leading to overheating and warped cylinder heads.<\/li>\n<\/ul>\n\n\n\n<h2 class=\"wp-block-heading\">Frequently Asked Questions<\/h2>\n\n\n\n<h3 class=\"wp-block-heading\">Is the 3.0 SDV6 more reliable than the 4.4 SDV8?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Answer:<\/strong> In terms of pure mechanical longevity and the cost of rebuilding, the 3.0 SDV6 (306DT) is generally considered more forgiving and less expensive to recondition than the 4.4 SDV8. The V8 produces more power but suffers from similar timing chain and oil starvation issues, with significantly higher parts and labour costs due to its size and complexity.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Can I just replace the timing chain without removing the engine?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Answer:<\/strong> No. On the Range Rover Sport L494 with the 3.0 SDV6, the timing chains are located at the rear of the engine (bulkhead side). There is insufficient clearance to remove the timing cover, chains, and tensioners with the engine in the chassis. The engine must be lowered or the cab must be lifted, which accounts for a large portion of the labour cost.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Why does my SDV6 consume oil between services?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Answer:<\/strong> Minor oil consumption can be caused by the PCV (Positive Crankcase Ventilation) system. The diaphragm inside the PCV valve can split, allowing the engine to suck oil vapour directly into the inlet tract. If oil consumption is severe and accompanied by blue smoke, it may indicate worn valve stem seals or turbocharger shaft seal failure.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Will an engine rebuild reset the mileage on my Range Rover Sport?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Answer:<\/strong> No. An engine rebuild restores the mechanical health of the powertrain, but the vehicle&#8217;s odometer remains a legal record of the chassis&#8217; total distance travelled. It is illegal to alter the odometer to reflect the engine&#8217;s new internal mileage.<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Conclusion<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">The 3.0 SDV6 in the Range Rover Sport L494 is a remarkably capable engine that can easily deliver well over 180,000 miles of reliable service, provided it is treated with the mechanical sympathy it demands. The disparity in lifespan between a neglected SDV6 and a meticulously maintained one is vast, and the difference almost always comes down to oil change intervals and early intervention when warning signs appear.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">By ignoring the extended service schedules and addressing the known vulnerabilities of the 306DT &#8211; specifically the timing chains and the oil pickup screen &#8211; you can secure the long-term future of your vehicle. When the worst does happen, a professional reconditioning remains the most cost-effective and reliable route back to the road.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Speak to a JLR specialist about your Range Rover Sport by calling +44 203 488 4649. You can also <a href=\"https:\/\/jlrengines.co.uk\/contact\" target=\"_blank\" rel=\"noreferrer noopener\">contact our Billericay workshop<\/a> online, request our convenient national collection and delivery service, or <a href=\"https:\/\/jlrengines.co.uk\/get-a-quote\" target=\"_blank\" rel=\"noreferrer noopener\">get a quote<\/a> for your specific requirements today.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n","protected":false},"excerpt":{"rendered":"<p>When evaluating the longevity of a premium diesel SUV, the Range Rover Sport L494 equipped with the 3.0 SDV6 (engine [&hellip;]<\/p>\n","protected":false},"author":3,"featured_media":114,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_edit_lock":["1780906206:3"],"_thumbnail_id":["114"],"_elementor_global_class_usage_indexed":["1"],"_elementor_page_assets":["a:0:{}"]},"categories":[8],"tags":[],"class_list":["post-113","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-cost-guide"],"_links":{"self":[{"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/posts\/113","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/comments?post=113"}],"version-history":[{"count":1,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/posts\/113\/revisions"}],"predecessor-version":[{"id":115,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/posts\/113\/revisions\/115"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/media\/114"}],"wp:attachment":[{"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/media?parent=113"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/categories?post=113"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/jlrengines.co.uk\/blog\/wp-json\/wp\/v2\/tags?post=113"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}