Land Rover Turbo

The Land Rover fleet is almost exclusively diesel, and that makes all the difference to turbo geometry

Across all the engine families listed in this collection, petrol is absent: every unit is diesel, from the 2.5 TD5 to the 4.4 TDV8, taking in the 2.2 and 3.0 TDV6 along the way. This technical reality has a direct bearing on the turbos involved: the vast majority operate with variable geometry (VGT), whose movable vanes adjust the gas-flow cross-section to cover a wide rev range — unlike fixed-geometry turbos with a wastegate, which are more common on petrol units. The thermal demands are also different: Land Rover diesel turbos absorb high exhaust-gas temperatures under sustained heavy use (towing, off-road driving, motorway running with a full load), placing long-term stress on the bearings and stem-seal integrity.

Very different engine families depending on the model

The variety of engine families makes identification tricky. The 2.5 TD5 (codes 10P, 14P, 15P) is fitted to older Defender and Discovery models with a fixed-geometry turbo and no electronic wastegate. The 2.2 found on the Freelander, Evoque and Discovery covers several codes (224DT, DW12B, DW12BTED4), and the Defender's 2.2 TDCi Puma (code DT224) does not share the same turbo references despite having an identical engine capacity. The 3.0 V6 (306DT, 306DDTX, AJTDV6) and 4.4 V8 (448DT, AJD-V8, SDV8) engines use twin turbos: a bi-turbo configuration in which each unit is referenced separately. The 2.7 TDV6 (code 276DT) and the 3.6 TDV8 (code 368DT) form distinct families, found mainly on earlier-generation Range Rover and Discovery models.

Symptoms and failure causes to be aware of before ordering

On variable-geometry units, gradual vane fouling — often caused by a degraded EGR circuit or DPF — produces a marked loss of power and triggers limp-home mode, not necessarily accompanied by smoke. On V6 and V8 engines, inadequate lubrication (degraded oil, blocked oil circuit) causes premature bearing wear and a characteristic whistling noise under acceleration. Addressing the root cause before replacement is essential: fitting a new turbo to an engine whose lubrication circuit or particulate filter has not been restored to good condition is simply repeating the same failure. The turbos listed here are new, sold as a straightforward purchase, with Land Rover manufacturer references and their equivalents.