2016 Land Rover Discovery Sport, turbocharger failed at approximately 98,000 miles. Vehicle required turbocharger replacement costing over $5,000. VIN is excluded from the existing turbocharger class-action settlement because the vehicle is identified as having a BorgWarner single-scroll turbocharger. I believe the turbocharger …
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2016 Land Rover Discovery Sport, turbocharger failed at approximately 98,000 miles. Vehicle required turbocharger replacement costing over $5,000. VIN is excluded from the existing turbocharger class-action settlement because the vehicle is identified as having a BorgWarner single-scroll turbocharger. I believe the turbocharger failure may represent a premature manufacturing/design defect similar to the turbocharger failures alleged in the existing Flynn-Murphy litigation.
NHTSA ODI #11761439
Mileage unknown · Feb 8, 2026
Engine
My 2016 Jaguar Land Rover Discovery Sport is displaying a CHECK ENGINE light. After having it seen by mechanics I'm told the Turbo-Manifold is faulty-CRACKED-and must be replaced, not safe to drive. It demonstrates by having noxious fumes enter the cabin, causing ill effects-not operable subject to dire illness. Should be part o…
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My 2016 Jaguar Land Rover Discovery Sport is displaying a CHECK ENGINE light. After having it seen by mechanics I'm told the Turbo-Manifold is faulty-CRACKED-and must be replaced, not safe to drive. It demonstrates by having noxious fumes enter the cabin, causing ill effects-not operable subject to dire illness. Should be part of RECALL. Please advise. [XXX] [XXX] [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)
NHTSA ODI #11716592
Mileage unknown · Jun 9, 2025
Engine
Crankshaft pulley and Crankshaft had a manufactured defect that caused the pulley to brake into pieces while standing at a stop intersection, multiple pieces of metal were projected towards the radiator, water pump, passenger wheel, serpentine belt, battery and other components causing considerable damage and left the vehicle in…
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Crankshaft pulley and Crankshaft had a manufactured defect that caused the pulley to brake into pieces while standing at a stop intersection, multiple pieces of metal were projected towards the radiator, water pump, passenger wheel, serpentine belt, battery and other components causing considerable damage and left the vehicle inoperable. The repairs were substantial and required multiple parts to be replaced due to a low quality part (crankshaft and pulley) during the vehicle's assembly, among some of them were a new Crankshaft pulley, radiator and retainers, and serpentine wheel. The total cost for the damage including parts, labor and secondary services (towing) were in excess of $3,700.00 (Three thousand seven hundred dollars). The mechanics that performed the services strongly advised and encouraged that the manufacturer were contacted to arrange for refund and awareness of the defect in the parts involved. We proceeded to contact the local dealership and service in Frisco Texas and they denied relief stating that the vehicle was out of warranty, although they had full knowledge that defective parts are not within the scope of warranty but inherent risks that need to be addressed for the customers. Given the lack of relief, I proceeded to notify the NHTSA of this issue for further investigation and possible force of a recall to obtain relief of all customers that may be impacted.
NHTSA ODI #11665889
Mileage unknown · Oct 23, 2023
Engine
The timing chain broke on an uphill and evidently ruined the entire engine. I was stuck in the middle of a 2 lane road with no shoulder on a hill. I had to direct traffic for 45 minutes to avoid any crashes or my car being rear ended. Repair will cost more than the car is currently worth. Seems to be a known issue. It was in…
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The timing chain broke on an uphill and evidently ruined the entire engine. I was stuck in the middle of a 2 lane road with no shoulder on a hill. I had to direct traffic for 45 minutes to avoid any crashes or my car being rear ended. Repair will cost more than the car is currently worth. Seems to be a known issue. It was inspected by Land Rover Cincinnati. Check engine light came on 2.5 days prior to the incident - called Land Rover Service and I was instructed to "tighten the gas cap and wait a few days."
NHTSA ODI #11551479
Mileage unknown · Aug 3, 2023
EngineFuel/propulsion System
I checked the car for a pre trip inspection, and noticed the oil dipstick smelled of gas. Towed it to a service center where they were not able to confirm what was the cause as there are no warning lights and fuel injectors tested good. They drained and flushed oil, but the issue did not resolve. Concerned this issue is the same…
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I checked the car for a pre trip inspection, and noticed the oil dipstick smelled of gas. Towed it to a service center where they were not able to confirm what was the cause as there are no warning lights and fuel injectors tested good. They drained and flushed oil, but the issue did not resolve. Concerned this issue is the same issue as other cars of the same model but different year have been recalled for, I am reporting the issue.
NHTSA ODI #11536200
Mileage unknown · Oct 21, 2022
Engine
I experienced three incidents attributable to a malfunction of the turbocharger integrated exhaust manifold. The first two occasions the vehicle suddenly and inexplicably lost power slowing to approximately 5 mph. Acceleration only made the engine rev up but did not increase power. No prior indications from the function of e…
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I experienced three incidents attributable to a malfunction of the turbocharger integrated exhaust manifold. The first two occasions the vehicle suddenly and inexplicably lost power slowing to approximately 5 mph. Acceleration only made the engine rev up but did not increase power. No prior indications from the function of engine nor any warning indicators activated at the time the first two incidents occurred. I had only owned the vehicle for two to three months when the first incident occurred. Being my first experience with a vehicle equipped with paddles affixed to the steering wheel and not having any prior warnings I presumed I had inadvertently and incorrectly touched the paddles. The loss of power lasted only minutes but rendered the vehicle unable to maintain speed to safely maneuver through and move from travel lanes. The most recent occurrence happened while traveling at highway speed on an interstate. This time the vehicle again immediately lost power and my speed abruptly dropped to about 30 mph and for the first time illuminated the check engine light. Fortunately, traffic was light and I was within 1 mile of the next exit. I was able to maneuver to the shoulder and eventually exited the highway. The vehicle recovered function and I travelled approximately 10 miles back to a Land Rover Dealership. Diagnostic tests pulled code DTC P0299 and recommended that the turbocharger be replaced. There is currently a class action lawsuit pending against Land Rover vehicles for this problem which has been reported to be a common occurrence in the 2012-2017 Evoque, 2015-2017 Discovery Sport, and 2013-2015 LR2. In 2020 4 complaints were filed with NHTSA (11342410, 11342277, 11375748, and 11375786) regarding turbocharger failure and sudden loss of power. My vehicle has been parked at a dealership since July 8, 2021 because the unforeseeable loss of power renders the vehicle unreliable and at risk of accident and injury.
NHTSA ODI #11490298
Mileage unknown · Sep 20, 2022
Engine
the timing chain its just broken
NHTSA ODI #11485546
Mileage unknown · Jun 30, 2022
Engine
Crankshaft pulley fell off vehicle Belt of vehicle was no longer spinning and coolant/charging systems were not functioning properly Unknown Unknown No
NHTSA ODI #11471719
Mileage unknown · Jan 12, 2022
Engine
In July 2019 the 2016 Land Rover Discovery sport experienced a failure of the crank shaft pulley that completely destroyed the engine. At time of failure in 2019 car has approximately 96,500 miles. A claim was filed with Land Rover which was denied because they deemed the crank pulley a serviceable part that should have been mai…
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In July 2019 the 2016 Land Rover Discovery sport experienced a failure of the crank shaft pulley that completely destroyed the engine. At time of failure in 2019 car has approximately 96,500 miles. A claim was filed with Land Rover which was denied because they deemed the crank pulley a serviceable part that should have been maintained by car owner. The engine was subsequently replaced with used engine assembly with 60k miles and car placed back into service. January 2022 the same car experienced a crank pully failure on the engine that was replaced in July 2019. Car currently at Land Rover Dealership undergoing forensic evaluation.
NHTSA ODI #11447148
47,000 miles · Feb 1, 2021
Engine
THE EMISSIONS LIGHT CAME ON WHILE DRIVING IN TOWN. UPON DIAGNOSTIC TESTING, IT WAS THE TURBO CHARGER THAT WENT OUT. COMPUTER READ OUT WAS "TURBO BOOST BUILDING UP PRESSURE". THE MILEAGE WAS AT 47,000 MILES ONLY. I HAD TO REPLACE IT AND REPLACEMENT WAS $4825 NEW OR $3661 FOR REMANUFACTURED. THIS IS SOMETHING THAT HAS TO BE REPLA…
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THE EMISSIONS LIGHT CAME ON WHILE DRIVING IN TOWN. UPON DIAGNOSTIC TESTING, IT WAS THE TURBO CHARGER THAT WENT OUT. COMPUTER READ OUT WAS "TURBO BOOST BUILDING UP PRESSURE". THE MILEAGE WAS AT 47,000 MILES ONLY. I HAD TO REPLACE IT AND REPLACEMENT WAS $4825 NEW OR $3661 FOR REMANUFACTURED. THIS IS SOMETHING THAT HAS TO BE REPLACED OR WOULD FURTHER DAMAGE THE ENGINE. THE PRINTOUT ON MY RECEIPT READ "CRACKED EXHAUST MANIFOLD (TURBO), INTERNAL FAULT SOLENOID REPLACED TURBO/CHARGER/EXHAUST MANIFOLD. REPLACED WASTEGATE SOLENOID."
Jaguar Land Rover North America, LLC (Land Rover) is recalling certain model year 2016-2017 Land Rover Discovery Sport vehicles manufactured May 30, 2016, to August 24, 2016, and 2016-2017 Range Rover Evoque vehicles manufactured June 7, 2016, to August 26, 2016. The affected vehicles have front lower control arm fasteners that may fail due to an assembly error, possibly resulting in separation of the steering knuckle.
Consequence & remedy
Consequence: If the fasteners were to fail causing the knuckle to separate, vehicle handling may be affected, increasing the risk of a crash.
Remedy: Land Rover will notify owners, and dealers will replace the hardware that connects the front lower control arm to the knuckle, free of charge. The recall began on January 27, 2017. Owners may contact Land Rover customer service at 1-800-637-6837. Land Rover's number for this recall is Q650/Q651.
Jaguar Land Rover North America, LLC (Land Rover) is recalling certain model year 2015-2016 Land Rover Discovery Sport vehicles manufactured September 17, 2014, to March 5, 2016. In the affected vehicles, the license plate illumination lamp may fall out. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 108, "Lamps, Reflective Devices, and Associated Equipment."
Consequence & remedy
Consequence: Without license plate illumination, the vehicle may be difficult to identify at night.
Remedy: Land Rover will notify owners, and dealers will replace both rear license plate lamp housings, free of charge. The recall began on June 21, 2016. Owners may contact Land Rover customer service at 1-800-637-6837. Land Rover's number for this recall is P077.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1
EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
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