Land Rover Range Rover Sport 2.7 TDV6 (2005–2010) Turbocharger

Which Engine This Listing Is For

This is the turbocharger service for the 2.7 TDV6 in the Range Rover Sport L320. It is not the part for the 3.0 TDV6 or SDV6, nor for the 3.6 TDV8.

The generation code alone does not narrow it down: the L320 did not carry one engine for its whole life. Suppliers quote 3.0 diesel turbochargers against Range Rover Sport cars from 2009 onwards, so late L320s sit in both camps.

What defines this part is the engine rather than the vehicle. The 2.7 TDV6 turbocharger is catalogued for the Land Rover Discovery 3 and the Range Rover Sport together, as one part suitable for the 2.7 in either car. If the car on the ramp is the Discovery 3 rather than the Sport, the Discovery 3 listing covers the same rebuild.

Why Almost Everything You Found Was for the 3.0

The 2.7 is not an obscure engine. It is a superseded one, and the supply chain has followed the engine that replaced it.

One national turbo supplier’s Land Rover section opens with twenty-four remanufactured listings and not one is a 2.7 TDV6 — they run from 2.0 diesels through the 3.0 TDV6 and SDV6 to the 4.4 V8s. A reconditioning specialist’s Land Rover category shows a dozen units with the same gap. A large Land Rover retailer publishes a page for Range Rover Sport TDV6 turbochargers, but it belongs to the 2013-on car, every turbocharger on it is a 3.0, and the only items a 2.7 owner can use are gaskets.

New units for the 2.7 have not disappeared. One Land Rover specialist lists the turbocharger new, as a BorgWarner unit under reference LR021042, quoted for the Discovery 3 and the Range Rover Sport L320 in 2.7 form only, at roughly £956 before VAT. That is close to the whole of the visible market for this engine.

What Belongs to the Later Engine and Should Not Be Read Across

Once you know most of the listings are 3.0 material, the detail inside them stops being useful and becomes misleading. Three things in particular do not transfer.

Outputs are the first: the 3.0 is quoted from 211 to 340 horsepower across its variants, and none of those figures describes the 2.7. Reference families are the second — the numbers that recur on 3.0 listings belong to that engine, and matching one to your car will send the wrong unit.

The third is position. Listings for the 3.0 routinely name a left-hand and a right-hand turbocharger, or a primary and a secondary, priced singly and as pairs. Sellers who list a turbocharger for the 2.7 list one part with no side or position attached, and we are not going to read an installation off that difference and publish it here as fact. What is fitted to your car is settled at the car. If more than one unit is coming to us, say so and we will book them in together.

A Rebuild Does Not Depend on Anyone Still Stocking Your Engine’s Part

The turbocharger that fits this car beyond argument is the one already on it. That is the practical difference a rebuild makes on an engine the trade has moved past: nothing has to be found in a catalogue that no longer covers you, nothing has to be shipped from thinning stock, and no supplier has to have decided your engine is still worth listing.

It settles the reference question, too. LR021042 is the number a supplier catalogues the new replacement under; it is not necessarily what is stamped on the unit on your engine, and a rebuild does not require the two to agree. The specification comes off the component — measured on the bench, not looked up.

What We Do to the Unit You Send

Your turbocharger is booked in under your name and stripped to its last component. The wear surfaces are measured, and the unit is built back to the original manufacturer’s specification — not to the condition it arrived in, and not to a grade written on an invoice.

Renewed components are genuine OE or OEM-grade, and where the original design is the reason the unit reached us it is uprated rather than put back as it was. The boost-control mechanism is freed off and worked through its full travel, the rotating assembly balanced, and the unit run up on our own test equipment before it is packed.

Nothing is exchanged and nothing comes off a shelf. The turbocharger that comes back is the one you posted, rebuilt in our own UK workshop by turbo specialists, under a lifetime warranty with no mileage cap.

Packing It and What to Put in the Box

Send it complete with its boost-control components attached, and cover every port and flange so nothing gets into the housings in transit. One specialist lists the bare unit at 7.88 kg, so use a box that will take the weight.

Write the engine down. A 2.7 and a 3.0 are easy to tell apart on a bench and impossible on a delivery note, so state the engine and the build year. Add your name, the mileage the fault appeared at, whether it came on gradually or all at once, and any codes read.

Renew the oil feed and return lines before it goes back on rather than cleaning them: a pipe that has carbonised internally does not come clean, and a rebuilt core on a restricted supply wears out however well it was built. Prime the feed before the engine fires so a fresh bearing does not start dry.

Send Your Range Rover Sport 2.7 TDV6 Turbocharger In for Rebuild

Add the rebuild to your basket, or start with the online Repair Form if you would rather describe the car first. Post the turbocharger to Unit 102 Reaver House, 12 East Street, Epsom, Surrey, KT17 1HX, United Kingdom, with the note above.

If the unit that comes off turns out not to be this one, the turbochargers we rebuild in-house are listed by make and model.