Land Rover Anti Lock Control Traction Control Rover Manual

							Damper
The damper assembly is a twin tube design with the
conventional coil spring replaced by the air spring. The
lower end of the damper is fitted with a bush and is
attached to the lower control arm with a bolt and nut.
The damper functions by restricting the flow of
hydraulic fluid through internal galleries within the
damper. The damper rod moves axially within the
damper, its movement limited by the flow of fluid
through the galleries, providing damping of undulations
in the terrain. The damper rod is sealed at its exit point
from the damper body to maintain the fluid within the
unit and to prevent the ingress of dirt and moisture. The
seal also incorporates a wiper to keep the rod clean.
Air Spring
The air spring is similar in design to the air spring used
on the front suspension.
The air spring comprises an aluminium restraining
cylinder, top mount, spring aid, air sleeve and an inner
support sleeve.
The air sleeve is made from a flexible rubber material
which allows the sleeve to roll up and down the air
spring piston as the vehicle changes height. The air
sleeve is attached to the restraining cylinder and the
support sleeve with crimp rings which provide an air
tight seal. The support sleeve contains a seal carrier
which has two O-rings sealing the support sleeve and
two O-rings sealing to the damper body. The top of the
air sleeve is crimped to the top mount which attaches
to a mounting on the chassis with 3 integral studs and
self-locking nuts.
A spring aid is fitted to the damper rod and prevents the
top mount contacting the top of the damper during full
suspension compression and assists the suspension tune.
The lower end of the air spring is located over the
damper body and seats on a fabricated seat on the
damper body. The air sleeve is positively attached to
the seat with a retaining pin. The damper rod is located
through a central hole in the top mount. The rod is
threaded at its outer end and accepts a self-locking nut
which secures the air spring to the damper rod.
The top mount is an integral part of the air spring and
is fitted with a bush and rebound washer which are
located between the top mount plate and the damper
rod. A self locking nut secures the damper rod to the
top mount. The top mount attaches to a housing on the
chassis with 3 integral studs and self-locking nuts. The
top mount also incorporates a 6 mm Voss air fitting
which allows for the attachment of the air harness.
The air spring is fitted with two gaitors. The upper gaitor
is fitted between the top mount and the air spring
restraining cylinder. The lower gaitor is secured to the
lower end of the restraining cylinder and the damper
body with metal straps. The gaitors prevent dirt and
debris becoming trapped between the air sleeve and the
restraining cylinder.
(G421045) Technical Training26
Lesson 2 – ChassisRear Suspension 
						

							DAMPER MODULE - COIL SPRING SUSPENSION
Self locking nut1
Rebound washer2
Top mount assembly3
Spring spacer (selective)4
Spring isolator5
Bump washer6
Spring aid7
Dust tube8
Bump cup9
Coil spring10
Damper11
Damper rod12
Self locking nut (3 off)13
Bush14
The coil spring damper module comprises a damper, a
coil spring and a top mount.
Damper
The damper assembly is a similar design to the front
suspension damper, with a twin tube design with an
spring seat attached to the damper body. The lower end
of the damper is fitted with a bush and is attached to the
lower control arm with a bolt and self-locking nut. The
damper functions by restricting the flow of hydraulic
fluid through internal galleries within the damper.
The damper rod moves axially within the damper, its
movement limited by the flow of fluid through the
galleries, providing damping of undulations in the
terrain. The damper rod is sealed at its exit point from
Rear SuspensionLesson 2 – Chassis
27Technical Training (G421045) 
						

							the damper body to maintain the fluid within the unit
and to prevent the ingress of dirt and moisture. The seal
also incorporates a wiper to keep the rod clean.
The damper rod is located through a central hole in the
top mount. The rod is threaded at its outer end and a
self-locking nut secures the top mount to the damper
rod.
A spring aid is fitted to the damper rod and prevents the
top mount contacting the top of the damper during full
suspension compression and assists the suspension tune.
Spring and Top Mount
The coil spring fitted differs with vehicle specification.
Each spring is color coded to identify its rating and
fitment requirements.
The coil spring is located in a spring seat which is an
integral part of the damper body. The design of the
spring seat prevents the spring rotating. The opposite
end of the coil spring is located in a spring isolator
which is fitted in the top mount. The spring isolator is
made from rubber and prevents any noise produced
during spring and damper compression/extension from
being transmitted to the vehicle body. Three types of
spring isolator are available which allow for differences
in vehicle specification.
The top mount is fitted with a bush and a rebound
washer which are located between the top mount plate
and the damper rod. The top mount is fitted with a bush
and a rebound washer which are located between the
top mount plate and the damper rod. The top mount is
secured to the damper rod with a self-locking nut. The
top mount attaches to a housing on the vehicle chassis
with three integral studs and self-locking nuts.
The spring is fitted with spring spacers which are located
between the spring isolator and the top mount. The
spring spacers control the length of the spring to
maintain the correct trim height. The spring spacers are
colour coded and are supplied with a replacement spring.
(G421045) Technical Training28
Lesson 2 – ChassisRear Suspension 
						

							ANTI-ROLL BAR
RH lower control arm1
Nut - link to lower control arm (2 off)2
Link (2 off)3
Nut - link to anti-roll bar (2 off)4
LH lower control arm5
Bush (2 off)6
Bolt (4 off)7
Bracket (2 off)8
The anti-roll bar is fabricated from heat treated, solid,
spring steel bar. The anti-roll bar operates, via a pair of
links, from its attachment to the lower control arms.
The anti-roll bar is located on the upper face of a
combined body mount and anti-roll bar bracket which
is welded to each chassis side member. The anti-roll bar
is attached to the brackets with two, Teflon lined bushes.
The bushes are fitted with brackets, which are pressed
onto the bushes and secured to the chassis brackets with
bolts.
The anti-roll bar has crimped, anti-shuffle collars
pressed into position on the inside edges of the bushes.
The collars prevent sideways movement of the anti-roll
bar.
The ends of the anti-roll bar are attached to the lower
control arms via links. This allows the anti-roll bar to
move with the wheel travel providing maximum
effectiveness. Each link has a ball joint at each end. The
top ball joint is attached to the link at 90 degrees to the
link axis and is located in a hole in the end of the
anti-roll bar and secured with a self locking nut. The
bottom ball joint is also attached to the link at 90 degrees
Rear SuspensionLesson 2 – Chassis
29Technical Training (G421045) 
						

							to the axis of the link and is located a hole in a bracket
on the lower control and arm and secured with a
self-locking nut. The links are not handed and therefore
can be fitted to either side of the anti-roll bar.
UPPER CONTROL ARM
Bolt1
Bumpstop clip2
Forward bush3
Bumpstop clip4
Caged nut5
Bolt6
Rearward bush7
Caged nut8
Self-locking nut - upper knuckle ball joint9
Eccentric washer - upper knuckle ball joint10
Cam bolt - upper knuckle ball joint11
Upper control arm12
The upper control arm locates in brackets on the upper
surface of each chassis side member. The upper control
arm assembly comprises the control arm and two bushes.
The upper control arm is a pressed steel fabrication. Its
outer end has two brackets with slotted holes which
locate the upper ball joint of the knuckle. The ball joint
is secured in the upper control arm with a cam bolt,
eccentric washer and a self-locking nut. The cam bolt
and the eccentric washer allow for the adjustment of the
wheel camber.
(G421045) Technical Training30
Lesson 2 – ChassisRear Suspension 
						

							Two fabricated tubular housings provide the location
for the forward and rearward bushes. The bushes, which
are pressed into the housings, locate between brackets
on the chassis side members and are secured with bolts
and caged nuts through metal inserts in the centre of the
bushes.
LOWER CONTROL ARM
Self-locking nut1
Clip2
Forward bush3
Clip4
Bolt5
Nut and retainer6
Rearward bush7
Bolt8
Anti-roll bar link bracket9
Self-locking nut - damper lower attachment10
Self-locking nut - knuckle upper ball joint
attachment
11
Bolt - knuckle upper ball joint attachment12
Bolt - damper lower attachment13
Lower control arm14
The lower control arm locates in brackets on the lower
surface of each chassis side member. The lower control
arm assembly comprises the control arm and two bushes.
The lower control arm is a pressed steel fabrication. Its
outer end has two brackets which locate the lower ball
joint of the knuckle. The ball joint is secured with a bolt
Rear SuspensionLesson 2 – Chassis
31Technical Training (G421045) 
						

							and self-locking nut. The lower control arm also
provides for the attachment of the damper bush which
is secured with a bolt and a self-locking nut.
A bracket, welded to the upper surface of the lower
control arm, allows for the attachment of the anti-roll
bar link, bottom ball joint which is secured with a
self-locking nut.
Two fabricated tubular housings provide the location
for the forward and rearward bushes. The bushes, which
are pressed into the housings, locate between brackets
on the chassis side members. The forward bush is
secured to the chassis bracket with a bolt and
self-locking nut. The rearward bush is secured to the
chassis bracket with a bolt and a nut and retainer. The
nut and retainer allows for easy installation or removal
of the bolt by removing the requirement to hold the
self-locking nut when installing or removing the bolt.
WHEEL KNUCKLE, WHEEL HUB AND BEARING ASSEMBLY
Circlip - lower ball joint1
Ball joint - lower2
Park brake assembly attachment holes3
Wheel speed sensor location4
Wheel speed sensor cable bracket attachment5
Ball joint - upper6
Knuckle7
Brake caliper attachment holes8
Wheel bearing9
Circlip - wheel bearing retention10
Nut - halfshaft11
Wheel hub12
(G421045) Technical Training32
Lesson 2 – ChassisRear Suspension 
						

							Wheel studs13
The wheel knuckle is a machined forging which is
located between the upper and lower control arms. The
knuckle is fitted with two ball joints which are pressed
into the knuckle, with the lower ball joint being secured
with a circlip. The ball joints are positioned between
brackets on the upper and lower control arms and
secured to the arms with a bolt and self-locking nut.
The wheel knuckle provides the location for the rear
wheel taper roller bearing, which is pressed into a
machined bore and retained with a circlip. The wheel
bearing is a serviceable item. The knuckle has a
machined bore which provides the location for the wheel
speed sensor. Four threaded holes allow for the
attachment of the park brake assembly. A cast boss on
the knuckle provides positive location for the park brake
assembly. Two bosses on the knuckle casting provide
the attachment points for the rear brake caliper.
The wheel hub is a machined casting which is pressed
into the wheel bearing in the knuckle. The hub has a
splined centre bore which mates with corresponding
splines on the halfshaft. Five M14 studs are pressed into
the wheel hub and provide for the attachment of the
road wheel with wheel nuts. Rotation of the halfshaft
is passed, via the splines, to the wheel hub which rotates
on the taper roller bearing.
Rear SuspensionLesson 2 – Chassis
33Technical Training (G421045) 
						

							Terrain Response - Component Location
Air suspension control module1
Instrument cluster2
Terrain Response rotary control and control
module
3
Rear differential control module (if fitted)4
Rear differential5
Transfer box (center differential and high/low
range)
6
Engine control module7
Transfer box control module8
Transmission control module (automatic
transmission only)
9
ABS module10
(G421055) Technical Training80
Lesson 2 – ChassisRide and Handling Optimization 
						

							GENERAL
The Terrain Response™ system allows the driver to
select a program which aims to provide the optimum
settings for traction and performance for the prevailing
terrain conditions. The system cannot be switched off.
The special programs off is the default program and
covers all general driving conditions. Four specific
terrain programs are selectable to cover all terrain
surfaces.
The system is controlled by a rotary control located on
the center console, rearward of the selector lever
(automatic transmission) or gearshift lever (manual
transmission). The rotary control allows the selection
of one of the following five programs:
•Special programs off
•Grass/Gravel/Snow
•Mud/Ruts
•Sand
•Rock crawl.
The rotary control can be rotated through 360 degrees
or more in either direction and selects each program in
turn. When Terrain Response is fitted to a vehicle, a
hi-line instrument cluster will also be fitted which will
display the selected program in the message center.
The Terrain Response system uses a combination of a
number of vehicle subsystems to achieve the required
vehicle characteristics for the terrain selected. The
following subsystems make up the Terrain Response
system:
•Engine management system
•Automatic transmission (if fitted)
•Transfer box (center differential)
•Rear differential (electronically controlled)
•Brake system (ABS/DSC/ETC/HDC functions)
•Air suspension.
A Terrain Response control module is located below
the rotary control. The control module detects the
selection made on the rotary control and transmits a
signal on the high speed CAN which is received by each
of the subsystem control modules. Each of the affected
control modules contain software which applies the
correct operating parameters to their controlled system
for the Terrain Response program selection made. Each
control module also provides a feedback for the selected
program so that the Terrain Response control module
can check that all systems have changed to the correct
operating parameters.
Information is displayed in the instrument cluster
message center which informs the driver of
improvements which can be made to the vehicle
operating parameters to optimise the vehicle for the
prevailing conditions. Inexperienced off-road drivers
may benefit from the automatic assistance of the Terrain
Response system and the driver information.
Experienced off-road drivers can select the specific
programs for extreme conditions to access control over
the vehicle systems (e.g., throttle shift maps or traction
settings) which are not accessible on vehicles without
Terrain Response.
Ride and Handling OptimizationLesson 2 – Chassis
81Technical Training (G421055)