Page 1 of 2 12 LastLast
Results 1 to 10 of 11

Thread: Turbo troubles

  1. #1
    Join Date
    Oct 2014
    Location
    Boronia (Victoria)
    Posts
    61

    Turbo troubles

    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.
    2017 L494 RRS SDV8 HSE
    2013 Discovery 4 HSE 3 Ltr V6

  2. #2
    Join Date
    Jan 1970
    Location
    NSW SW Slopes
    Posts
    10,910
    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.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  3. #3
    Join Date
    Oct 2014
    Location
    Boronia (Victoria)
    Posts
    61
    Thanks Graeme, it is the drivers side turbo that is the problem this time.
    2017 L494 RRS SDV8 HSE
    2013 Discovery 4 HSE 3 Ltr V6

  4. #4
    Join Date
    May 2003
    Location
    On The Road
    Posts
    29,216
    So Greame, how do we get both turbos spinning for long periods ? I doubt towing our van
    s at 100kph is cutting it..
    "How long since you've visited The Good Oil?"

    '93 V8 Rossi
    '97 to '07. sold.
    '01 V8 D2
    '06 to 10. written off.
    '03 4.6 V8 HSE D2a with Tornado ECM
    '10 to '21
    '16.5 RRS SDV8
    '21 to Infinity and Beyond!


    2017 Crusader Excalibur Prince
    A whole lotta Rosie-


  5. #5
    Join Date
    Oct 2014
    Location
    Boronia (Victoria)
    Posts
    61
    Quote Originally Posted by Pedro_The_Swift View Post
    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?
    2017 L494 RRS SDV8 HSE
    2013 Discovery 4 HSE 3 Ltr V6

  6. #6
    Join Date
    May 2003
    Location
    On The Road
    Posts
    29,216
    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...
    "How long since you've visited The Good Oil?"

    '93 V8 Rossi
    '97 to '07. sold.
    '01 V8 D2
    '06 to 10. written off.
    '03 4.6 V8 HSE D2a with Tornado ECM
    '10 to '21
    '16.5 RRS SDV8
    '21 to Infinity and Beyond!


    2017 Crusader Excalibur Prince
    A whole lotta Rosie-


  7. #7
    Join Date
    Jan 1970
    Location
    NSW SW Slopes
    Posts
    10,910
    Quote Originally Posted by The Fridster View Post
    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.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  8. #8
    Join Date
    Jan 1970
    Location
    NSW SW Slopes
    Posts
    10,910
    Quote Originally Posted by Pedro_The_Swift View Post
    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.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

  9. #9
    Join Date
    Oct 2014
    Location
    Boronia (Victoria)
    Posts
    61
    Quote Originally Posted by The Fridster View Post
    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.
    2017 L494 RRS SDV8 HSE
    2013 Discovery 4 HSE 3 Ltr V6

  10. #10
    Join Date
    Jan 1970
    Location
    NSW SW Slopes
    Posts
    10,910
    They had the design right when the engine was originally fitted to the L322 where the oil level sensor is mounted on the outside of the sump, but then moved the same sensor inside for the L494/L405 to be the same as the V6 version of the engine.
    MY12 RRV 4.4 TDV8 AB, +LLAMS, +e-diff, +ACC stop/go. Produce LLAMS for LR/RR, Jeep GC/Dodge Ram
    VK2HFG and APRS W1 digi

Page 1 of 2 12 LastLast

Tags for this Thread

Bookmarks

Bookmarks

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •  
Search AULRO.com ONLY!
Search All the Web!