The code is related to the crank sensor evidently and should be "fixable" without engine replacement but it worries me that you didn't get a check engine light. Below is a clip from another forum that may help. Disregard his last comment about reliability of these vehicles, we all know that if you play you pay. I'm bumping 215k on my '06 LR3 and have had zero issues for the last year other than some maintenance items I chose to replace for piece of mind.
Check engine and code P0018
Started up the RR after work today and got the message Performance Restricted and huge red exclamation mark. Within 30 seconds it went away and I was left with a check engine light. The truck drove fine and wasn't in limp mode or under restricted power. Stopped at Autozone on my way home to have it scanned and came up with P0018 CRANKSHAFT CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A
Not too much info online and I plan to have the dealer pick it up tomorrow. Just wanted to post here and see if anyone had input or suggestions on what could cause it? It's an 11 RR with 44k miles.
Re: Check engine and code P0018
I had
P0016, same as 0018 on a different bank, on a 2010 LR4 around 42k miles, originally with no noise. The code would come up during winter cold starts in Northeast. Dealer produced a bulletin, can't remember the number, but the problem was listed as design defect of the tensioner guides. Specifically, the touch/mating point of the original guides was susceptible to wear. Per bulletin replaced both chains, tensioners,
tensioner guides and damper guides. I examined removed
parts and in fact saw some small amount of wear on the soft aluminum backing of the tensioner guides. The mating points on the new guides were steel. That being said, it is hard to imagine that 2-3mm variability in tensioner action would create a diagnostic scenario to produce the code. 10 month later, the problem came back again in cold weather, but now with a pronounced noise at idle. Dealer has produced another bulletin LTB00474NAS2 and has replaced only the tensioners and tensioner guides this time. The guides had no wear at tension mating points. I guess the time has come to get rid of this LR racket before something blows up yet another time. These people just do not know how to make reliable cars. I can speculate way to many
system level design problems here as well as assembly problems. The software may not be properly fault tolerant, the oil/filter may be appropriate for the tensioner check
valve, the dealer may have fouled up the tensioner gasket when replacing it last time, the oil pump may not be pumping enough pressure, who knows. The dealer will never ever be able to spend time or have qualifications to diagnose system level issues like this.