Land Rover Anti Lock Control Traction Control Rover Manual

							The anti-roll bar is fabricated from induction hardened,
solid spring steel bar. The anti-roll bar operates, via a
pair of links, from their attachment to the upper control
arm.
The anti-roll bar is attached to the forward face of the
chassis front cross member. The anti-roll bar is attached
to the cross member with two, Teflon lined bushes.
Brackets, which are pressed onto the bushes, are
attached to the cross member with nuts, screwed onto
studs in the cross member. The anti-roll bar has crimped,
anti-shuffle collars pressed in 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 upper
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, parallel with the
link axis. The ball joint is located in a hole in the upper
control arm and secured with a self-locking nut. The
bottom ball joint is attached to the link at 90 degrees to
the link axis. The ball joint is located in a hole in the
end of the anti-roll bar 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
Flanged bolt1
Bush2
Self locking nut3
Flanged bolt4
Bush5
Self locking nut6
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							Self locking nut7
Circlip8
Timing marks9
Ball joint10
Anti-roll bar link attachment hole11
Upper control arm12
The upper control arm assembly comprises, the control
arm, two bushes and a ball joint. The upper control arm
is a pressed steel fabrication. Its outer end has a hole to
accept the ball joint. A small indentation is located
adjacent to the ball joint hole and is used to obtain the
correct orientation of the ball joint. A smaller hole near
the ball joint provides for the attachment of the anti-roll
bar link. The underside of the upper control arm has a
bracket for attachment of the height sensor link arm and
two further brackets which secure the brake hose, pad
wear sensor and wheel speed sensor cables.
The inner end of the arm has two fabricated bush
housings which are welded to the arm pressing. A bush
is pressed into each housing. The bushes are located
between lugs on the chassis and are secured with bolts
and self-locking nuts through metal inserts in the centre
of the bushes.
The ball joint in pressed into the upper control arm. The
ball joint is an interference fit in the hole which prevents
the ball joint from moving. A circlip is fitted to the ball
joint to retain it in the hole. The top face of the ball joint
has two semi-circular cut-outs. One of these cut-outs
must be aligned with the small indentation in the upper
control arm to ensure the correct operation of the ball
joint.
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							LOWER CONTROL ARM
Self locking nut1
Flat washer2
Cam washer3
Bush4
Special bolt5
Bolt6
Hydrobush7
Cam washer8
Flat washer9
Self locking nut10
Self locking nut - damper lower attachment11
Ball joint12
Circlip13
Self locking nut14
Lower control arm15
Bolt - damper lower attachment16
The lower control arm assembly comprises, the control
arm, two bushes and a ball joint. The lower control arm
is a pressed steel fabrication with a hole at its outer end
to accept the ball joint.
The inner end of the arm has two fabricated bush
housings which are welded to the arm pressing. A bush
is pressed into each housing. The rear bush is a
hydrobush which provides a progressive increase in the
hardness of the bush as the deflection of the wheel
increases. The bushes are located between lugs on the
chassis and are secured with bolts and self-locking nuts
through metal inserts in the centre of the bushes. The
forward bush, self-locking nut, has a cam washer located
beneath it. The cam washer is located between lugs on
the chassis bracket and its orientation can be adjusted
to set the front camber. The rear bush, self-locking nut,
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							also has a cam washer located beneath it. The cam
washer is located between lugs on the chassis bracket
and its orientation can be adjusted to set the front castor.
A central aperture in the arm provides for the attachment
of the damper module lower bush. The damper is
secured with a long bolt which is positioned through
holes in the arm and secured with a self-locking nut.
The ball joint is pressed into the lower control arm. The
ball joint is an interference fit in the hole which prevents
the ball joint from moving. A circlip is fitted to the ball
joint to retain it in the hole.
WHEEL KNUCKLE, HUB AND BEARING ASSEMBLY
Upper control arm attachment1
Brake caliper attachment holes2
Brake hose bracket attachment point3
Wheel speed sensor location4
Wheels studs5
Wheel hub6
Brake disc dust shield attachment holes7
Lower control arm ball joint attachment8
Steering rack ball joint attachment9
Wheel hub bolts (4 off)10
The wheel knuckle is a machined casting which is
located between the ball joints of the upper and lower
control arms. The knuckle has four clearance holes
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							which allow for the fitment of four bolts which secure
the wheel hub housing. A cast boss on the forward edge
of the knuckle provides for attachment of the steering
gear, tie rod ball joint.
The wheel hub and bearing assembly comprises the
wheel hub housing, wheel hub and taper roller bearing.
The wheel hub and bearing assembly is a
non-serviceable component. Five M14 studs are pressed
into the wheel hub and provide for the attachment of
the road wheel with wheel nuts.
The wheel hub housing is a machined forging which
houses a taper roller bearing. The housing has four
threaded holes which provide for the attachment to the
wheel knuckle with four bolts.
The wheel hub has a splined centre bore which mates
with corresponding splines on the half shaft. Rotation
of the half shaft is passed, via the splines, to the wheel
hub which rotates on the taper roller bearing.
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							COMPONENT LOCATIONS
NOTE: RHD shown, LHD similar
Brake pedal (automatic shown)1Brake warning indicator (NAS)2
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							Brake warning indicator (all except NAS)3
Brake pipes and hoses4
Brake master cylinder and reservoir5
GENERAL
Hydraulic brake actuation consists of the brake pedal,
the brake master cylinder and the hydraulic pipes and
hoses.
BRAKE PEDAL
NOTE: Automatic gearbox model shown, manual gearbox model similar
In-vehicle cross beam1
Brake pedal buffer2
Stoplamp switch3
Brake pedal4
Clevis pin and clip5
Brake pedal bracket6
The brake pedal is mounted in a bracket attached to the
rear side of the engine bulkhead. On Left Hand Drive
(LHD) manual gearbox models, the brake pedal shares
a bracket and pivot bolt with the clutch pedal. On Right
Hand Drive (RHD) manual gearbox models, the brake
pedal has a separate bracket. A clevis pin and clip
connect the brake pedal to the push rod of the brake
booster. A brake pedal buffer is installed on the
in-vehicle cross beam to restrain rearward movement
of the brake pedal in an accident.
The stoplamp switch is mounted in the brake pedal
bracket and operated by the brake pedal.
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							BRAKE MASTER CYLINDER AND RESERVOIR
NOTE: RHD version shown, LHD version similar
Reservoir1
Clutch outlet spigot and sealing cap2
Primary outlet spigot3
Reservoir to master cylinder seal, primary inlet4
Primary outlet port5
Reservoir securing lug6
Secondary outlet port7
Cylinder housing8
Reservoir to master cylinder seal, secondary inlet9
Reservoir securing straps10
Secondary outlet spigot11
Filter12
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							Float13
Magnet14
Reservoir cap and level switch15
The brake master cylinder and reservoir is attached to
the front of the brake booster, on the driver side of the
engine compartment.
Master Cylinder
The brake master cylinder consists of a cylinder housing
containing two pistons in tandem. The rear piston
produces pressure for the primary circuit and the front
piston produces pressure for the secondary circuit. The
pistons incorporate center valves with a high flow rate
to ensure there is always sufficient fluid available at the
hydraulic control unit for stability control operations.
When the brake pedal is pressed, the front push rod in
the brake booster pushes the primary piston along the
bore of the cylinder housing. This produces pressure in
the primary pressure chamber which, in conjunction
with the primary spring, overcomes the secondary spring
and simultaneously moves the secondary piston along
the bore. The initial movement of the pistons, away
from the piston stops, closes the primary and secondary
center valves. Further movement of the pistons then
pressurizes the fluid in the primary and secondary
pressure chambers, and thus the brake circuits. The fluid
in the chambers behind the pistons is unaffected by the
movement of the pistons and can flow unrestricted
through the feed holes between the chambers and the
reservoir.
When the brake pedal is released, the primary and
secondary springs push the pistons back down the bore
of the cylinder housing. As the pistons contact the piston
stops, the primary and secondary center valves open,
which allows fluid to circulate unrestricted between the
two hydraulic circuits and the reservoir, through the
center valves, the chambers behind the pistons and the
cylinder housing inlets.
Should a failure occur in one of the brake circuits, the
remaining brake circuit will still operate effectively,
although brake pedal travel and vehicle braking
distances will increase.
Reservoir
The reservoir is installed on top of the master cylinder
to provide a supply of brake fluid for the primary and
secondary circuits of the brake system. On manual
gearbox models, the reservoir also provides a supply of
brake fluid for the clutch.
Two straps, integrated onto the sides of the reservoir,
engage with lugs on the master cylinder to secure the
reservoir in position. Two outlet spigots on the underside
of the reservoir locate in seals installed in the inlet ports
of the master cylinder. An outlet spigot is installed on
the left side of the reservoir for the clutch hydraulic
circuit, if required. On automatic gearbox models, the
clutch outlet spigot is sealed with a cap, formed during
manufacture of the reservoir, which is only removed if
the reservoir is installed on a manual gearbox model.
The reservoir is internally divided to isolate the circuits
from each other at low fluid levels, and so prevent a
leak in one circuit from disabling the other circuit(s).
The dividing walls support a central well and divide the
area around the well into a further eight separate
compartments. The well forms an extension of the filler
neck and contains the filter and the fluid level switch.
The well and the surrounding compartments are
interconnected by slots in the dividing walls. The slots
are positioned such that when the reservoir is full, fluid
can move between the well and all of the surrounding
compartments, but at low fluid levels the interior forms
separate reservoirs for each circuit. The following figure
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							shows the separate reservoirs for each circuit and the
amount retained in each reservoir if there is a leak from
one of the other circuits.
Reservoir Interior
NOTE: A = Clutch reservoir; B = Primary circuit reservoir; C = Secondary circuit reservoir
Primary outlet1
Clutch outlet2
Secondary outlet3
The filler neck of the reservoir is sealed with a cap
incorporating the level switch. The level switch is
operated by a magnet, which is installed in the float on
the bottom of the switch. The switch reacts to the
influence of the magnetic field surrounding the magnet.
When the reservoir is full, the float rests against the
bottom of the switch and holds the level switch open.
When the fluid level decreases, the float moves down
and the switch closes to connect a ground to the
instrument cluster. When the ground is made, the
instrument cluster illuminates the red Light Emitting
Diode (LED) in the brake warning indicator. Vehicles
with the high line instrument cluster also display an
appropriate warning in the message center.
At the beginning of each ignition cycle, the instrument
cluster performs a bulb check on the brake warning
indicator; the indicator is illuminated amber for 1.5
seconds, then red for 1.5 seconds.
The instrument cluster broadcasts the status of the brake
fluid level, on the high speed Controller Area Network
(CAN) bus, to the Anti-lock Brake System (ABS)
module.
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