The 720S puts its turbochargers at the back of the engine, feeding intercoolers that are tucked into the rear bodywork, with a short but awkward run of hose connecting the two. Because the plumbing is short, it is also heavily loaded: there is less length available to absorb movement, and every joint is working harder than it would be on a longer route.
That is why a leak here tends to announce itself early. A small split on a long hose is a slow loss of boost. The same split on a short, tightly routed hose opens up quickly, and the car starts to feel flat well before any warning appears on the dashboard.
Owners usually notice the symptom rather than the part. Boost that arrives late, a hiss under load, or a rhythmic flutter that was not there before are all worth investigating at the hose before anywhere else.
Rear-mounted turbochargers sit in a compartment that has very little airflow once the car stops. The hoses nearest the hot side of the turbocharger see the highest soak temperatures, and they keep seeing them after the engine is switched off, when coolant and oil stop moving but metal stays hot.
That soak is what stiffens the hose wall over time. A hose that was flexible when new becomes hard, and a hard hose cannot absorb engine movement. The crack then starts at the point of highest stress, usually just after a moulded bend or at the clamp line.
Improving airflow over the area, and making sure the factory heat shielding is intact, buys time. So does choosing a hose whose compound and reinforcement are specified for continuous high temperature rather than for a short burst.
Start with the visual check, because it is free. Look for a dark ring of oil at a clamp, a shiny patch where a hose has been rubbing against the bodywork, or a bead that has been flattened by an overtightened clamp.
Then check for movement with the engine off. Push and pull each hose gently; a good one will resist without feeling brittle, and it will not slide on its pipe. Any hose that slides will leak once it is hot and pressurised.
If the visual check is clean, the car needs to be pressure-tested. That is the only reliable way to separate a leaking joint from a leaking hose, and it avoids replacing parts on suspicion.
It is tempting to replace an awkward moulded hose with a piece of straight silicone and a couple of bends. That works on a low-stress route, but on a rear-engine car it usually creates a new problem, because every additional joint is another place to leak and another place for the assembly to move.
The alternative is a moulded replacement that follows the original path. Moulded parts keep the joint count low, hold their shape under vacuum, and let the clamps sit exactly where the factory intended.
If you want to see the range of reinforced hoses we build for this kind of repair, our intercooler and performance silicone hose sections are the natural starting points.
A rear intercooler hose is specified by its bore at each end, its centre-to-centre length along the curve, and the angle of each end relative to the other. Getting any one of those wrong produces a hose that fits but strains, and a strained hose fails at the same place as the one it replaced.
Reinforcement should match the duty. A hose that only ever sees atmospheric pressure on the intake side can be lighter than one carrying compressed, hot air, and using the lighter hose in the wrong place is a common mistake.
Material choice matters too. Silicone handles heat and oil vapour well, but the finish matters for durability, and you can compare options on our shop by material pages.
If the original is unavailable, the practical route is to send either a sample or a drawing. With a sample, an engineer gauges the dimensions and produces a drawing from it. With a drawing, the mould is made directly from the dimensions, material and any special requirements written on it.
A sample mould is smaller and cheaper and produces samples only. A big mould makes both samples and mass production parts, so it is the right choice once the shape is confirmed and repeat quantities are likely.
Work starts after the details are agreed. Tooling is tested, samples are produced, and an engineer measures the finished samples and checks hardness before anything is sent out. You receive the samples, and mass production begins only after you confirm them.
Beyond the hose itself, colour, surface finish and logo can all be specified. That flexibility is the same whether the part is a boost hose or a metal component, and the workshop overview on our customization page explains how the process runs from enquiry to repeat order.
For a 720S rear charge hose, the details below decide whether the part goes straight on or needs a second attempt.
Send us the model details and a photo of the hose in place if you have one. Between the photograph, our shop by vehicle pages and the drawings we produce from your sample, there is normally enough to confirm the shape before tooling begins. If you also need metal parts, our titanium fab components range covers the brackets and fittings that usually sit alongside a hose replacement.
