Thread: Turbo troubles

Not helping, but you state secondary turbo RHS yet the secondary turbo is on the LHS when looking forwards from the seats so I assume RHS when looking at the engine from standing on front of the vehicle. The primary is on the driver's side and the oil in harness issue is for the primary turbo.

Does the secondary turbo get exercised regularly? I suspect that it does at least when towing the van but too much TLC doesn't keep the secondary cleaned.

Thanks Graeme, it is the drivers side turbo that is the problem this time.

So Greame, how do we get both turbos spinning for long periods ? I doubt towing our van
s at 100kph is cutting it..

Originally Posted by Pedro_The_Swift

So Greame, how do we get both turbos spinning for long periods ? I doubt towing our van
s at 100kph is cutting it..

Any other or more comments would help me understand what is actually going on here. Why do these turbos fail other than the wiring harness?

My totally uneducated guess would be a combo of EGR's, wiring and city driving.
I would pay SO MUCH money to get rid of the EGR system...

Originally Posted by The Fridster

Thanks Graeme, it is the drivers side turbo that is the problem this time.

Is the oil migrating along the harness or is there a problem with the seals? The special harness should be stopping migration.

Originally Posted by Pedro_The_Swift

So Greame, how do we get both turbos spinning for long periods ? I doubt towing our van
s at 100kph is cutting it..

The secondary benefits from some use but occasional short bursts of acceleration is all it takes to cleanout the inlet tract. I don't actively exercise mine's but usually find myself sticking the boot in for a few seconds at least every couple of weeks.

Originally Posted by The Fridster

So, I'm the very proud owner of a 2017 build, Sept. 2018 first registered, L494 RRS SDV8. Purchased new, dealer demo, in March 2019 with only 1900 km on the clock with 5 year warranty and servicing. This is a brilliant car to drive and creates the permagrin every time I'm behind the wheel.
In Feb. 2020 @ 20,000km, both turbos needed replacement, under warranty, due to the wiring harness debacle. In March 2020 RHS, secondary, turbo developed an oil leak from oil return hose. Leak repaired under warranty.
Fast forward to last week, June 2022, @ 54,000km, check engine light for a week (LR stealer too busy to look at it for 2 weeks) and then restricted performance. RHS, secondary turbo, major fault needs replacing yet again.
Car has only been driven with due TLC with a mix of around town and highway use and has an expert Indy service between LR scheduled servicing, and has brilliantly towed my 2.6T 22ft caravan when covid has allowed travel.
I'm aware of the wiring harness issue but my question now to the esteemed brains trust is, WTF is the REAL story with RRS and turbos? So far, apart from some inconvenience to me, LR have picked up a considerable tab. With the car out of warranty in Sept. 2023 I certainly do not want this issue to continue. All thoughts and advise/heads-up info would be greatly appreciated.

So, an update for the interested. Finally picked the Rangie up yesterday after 2 1/2 weeks at the stealers. Seems the problem was the turbo actuator had been compromised due to capillary action AGAIN of oil through the new re-designed wiring harness that was fitted two years ago. Given the amount of oil around the turbo area they considered it had been going on for quite some time. Something to be aware folks. Still under warranty luckily but all up cost to LRA including courtesy car etc. about $5k. You'd think it would be cheaper to get it right in design.