Land Rover Defender 1999 2002my Workshop Supplement Body Repair 2nd Edition Rover Manual

							18ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION ELECTRONIC UNIT INJECTOR (EUI)
The EUI’s are located in the top of the engine inside the camshaft cover. There is one EUI per cylinder. They inject
finely atomised fuel directly into the combustion chamber. Each EUI has its own electrical connection, which is
linked to a common harness also located under the camshaft cover. Each of the EUI’s has its own 5 letter grading
code. This code is used so that greater EUI precision is achieved.
Using an injection timing map within its memory and information from the CKP sensor the ECM is able to
determine precise crankshaft angle. When the ECM determines the crankshaft speed and position it closes the
spill valve within the EUI. Fuel pressure rises inside the EUI to a predetermined limit of 1500 bar (22,000 lbf.in
2)on
pre EU3 models, and 1750 bar (25,500 lbf.in2) on EU3 models . At this limit the pintle lifts off its seat allowing the
fuel to inject into the combustion chamber. The ECM de-energises the spill valve to control the quantity of fuel
delivered. This causes a rapid pressure drop within the EUI which allows the EUI return spring to re-seat the
pintle, ending fuel delivery.
The electrical circuit that drives the EUI works in two stages depending on battery voltage. If battery voltage is
between 9 and 16 volts the EUI’s will provide normal engine performance. If however battery voltage falls to
between 6 and 9 volts on pre EU3 models, EUI operation is restricted to a limit of 2100 rev/min. On EU3 models,
EUI operation is restricted to idle. If the vehicle is fitted with a new ECM, the EUI grades for that specific vehicle
must be downloaded to the new ECM using TestBook. In the event of the engine failing to rev above 3000 rev/min
it is probable that the EUI grading has not been completed.
Input / Output
Input to the EUI takes the form of both mechanical and electrical signals. The mechanical input to the EUI is diesel
fuel via the fuel pump operating at approximately 4 to 5 bar (58 to 72 lbf.in
2). Each of the EUI’s is operated
mechanically by an overhead camshaft to enable injection pressures of up to 1500 bar (22,000 lbf.in2) on pre EU3
models, and 1750 bar (25,500 lbf.in2) on EU3 models, to be achieved. The ECM controls the EUI’s to ensure that
fuel delivery is precise and as intended.
The EUI’s earth paths are as follows:
EUI 1 (C0522-1) via the ECM (C0158-25) on a yellow wire.
EUI 2 (C0523-1) via the ECM (C0158-26) on a yellow/brown wire.
EUI 3 (C0524-1) via the ECM (C0158-27) on a yellow/blue wire.
EUI 4 (C0525-1) via the ECM (C0158-24) on a yellow/red wire.
EUI 5 (C0526-1) via the ECM (C0158-1) on a yellow/purple wire. 
						

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DESCRIPTION AND OPERATION The EUI can fail if one or more of the following occurs:
Open circuit.
Short circuit to voltage supply.
Short circuit to vehicle earth.
Wiring loom fault.
Connector water ingress.
Connector failure due to excess heat.
In the event of an EUI failure, any of the following symptoms may be observed:
Engine misfire.
Idle faults.
Reduced engine performance.
Reduced fuel economy.
Difficult cold start.
Difficult hot start.
Excess smoke. 
						

							18ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION SENSOR - FUEL TEMPERATURE (FT)
The FT sensor is located at the RH rear of the engine in the connector block, with the tip of the sensor inserted at
least 10mm into the fuel flow. This allows the sensor to respond correctly to changes in fuel density in relation to
fuel temperature.
The FT sensor works as an NTC sensor. As fuel temperature rises the resistance in the sensor decreases. As
temperature decreases the resistance in the sensor increases. The ECM is able to compare the voltage signal to
stored values and compensates fuel delivery as necessary for hot engine start.
The operating range of the sensor is -40 to 130°C (-40 to 266°F).
Input / Output
The ECM (C0158-19) provides the FT sensor (C0184-2) with a 5 volt supply signal on a yellow/white wire. The
sensor is earthed (C0184-1) via the ECM (C0158-5) on a pink/black wire.
The FT sensor can fail or supply an incorrect signal if one or more of the following occurs:
Sensor open circuit.
Short circuit to vehicle supply.
Short circuit to vehicle earth.
Sensor fitted incorrectly.
In the event of an FT sensor signal failure any of the following symptoms may be observed:
Difficult cold start.
Difficult hot start.
Driveability concern.
In the event of a component failure, the ECM reverts to a fixed value of 60°C stored in its memory. 
						

							ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION RELAY - FUEL PUMP
The fuel pump relay is located in the engine compartment fuse box. It switches on the fuel pump to draw fuel from
the tank to the electronic unit injectors (EUI).
Input / Output
The fuel pump relay is a 4 pin normally open relay. The fuel pump relay (C0730-4) is provided with a feed by the
main relay (C0063-78) via header 291 on a brown/orange wire. An earth path is provided for the fuel pump relay
(C0730-6) via the ECM (C658-5) on a blue/purple wire. This energises the fuel pump relay and allows a feed to be
provided to the fuel pump. When the ECM interrupts the earth, the relay is de-energised and the fuel pump stops
operating.
The fuel pump relay can fail in one or more of the following ways:
Relay open circuit.
Short circuit to vehicle supply.
Short circuit to vehicle earth.
Broken relay return spring.
In the event of a fuel pump relay failure any of the following symptoms may be observed:
Engine will crank but not start.
If the engine is running, it will stop.
RELAY - MAIN
The main relay is located in the engine compartment fuse box and supplies battery voltage to the following:
The ECM.
The MAF sensor.
Fuel pump relay.
Input / Output
The main relay is a 4 pin normally open relay, which must be energised to provide a voltage to the ECM. The main
relay (C0063-86) is provided with an earth path via a transistor within the ECM (C0658-21) on a blue/red wire.
When the earth path is completed, the relay is energised and supplies the ECM (C0658-3, C0658-22 & C0658-27)
with a feed on brown/orange wires via header 291.
The main relay can fail in the following ways:
Relay open circuit.
Short circuit to vehicle supply.
Short circuit to vehicle earth.
Broken relay return spring.
In the event of a main relay failure any of the following symptoms may be observed:
Engine will crank but not start.
If the engine is running, it will stop.
For the ECM start up to take place the ignition feed when the switch is in position’II’must be greater than 6.0
volts. 
						

							18ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION SWITCH - BRAKE PEDAL
The brake pedal switch is located at the rear of the brake pedal box, and activates when the brake pedal is
operated. The ECM uses the signal from the brake pedal to activate the brake lamps and to limit fuelling under
braking.
The brake pedal switch can fail in any of the following ways:
Switch open circuit.
Short circuit to vehicle supply.
Short circuit to earth.
SWITCH - CLUTCH PEDAL
The clutch pedal switch is located on the clutch master cylinder and is activated when the clutch pedal is operated.
The ECM uses the signal from the clutch pedal switch to provide surge damping during gear change. Surge
damping stops engine speed rising dramatically (engine flaring) during gear change. Surge damping assists
driveability as follows:
Smoother gear change.
Greater exhaust gas emission control.
Improved fuel consumption.
Input / Output
When the clutch pedal is in the rest position, the clutch switch is closed. This allows a feed to flow from the switch
(C0667-1) to the ECM (C0658-35) on a black/white wire. When the clutch pedal is pressed the switch contacts
open, cutting the feed to the ECM.
The clutch pedal switch can fail in any one of the following ways:
Switch open circuit.
Short circuit to vehicle supply.
Short circuit to vehicle earth.
In the event of a clutch pedal switch failure surge damping will be inactive. 
						

							ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION MODULATOR - EXHAUST GAS REGULATOR (EGR)
The EGR modulator is located on the RH side inner front wing. It regulates the vacuum source to the EGR valve
allowing it to open or close. The ECM utilises the EGR modulator to control the amount of exhaust gas being
recirculated in order to reduce exhaust emissions and combustion noise. Optimum EGR is usually obtained when
the vehicle is operating at light throttle openings, and the vehicle is cruising at approximately 2000 to 3000
rev/min.
Input / Output
The EGR modulator (C0191-1) receives a feed from the main relay (C0063-87) on a brown/orange wire via header
294. The earth path for the modulator (C0191-2) is controlled by the ECM (C0158-3) on a blue wire. The length of
time the ECM supplies an earth is how long the exhaust gases are allowed to recirculate. The ECM decides how
long to supply the earth by looking at engine temperature and engine load.
The EGR modulator can fail in one or more of the following ways:
Solenoid open circuit.
Short circuit to vehicle supply.
Short circuit to earth.
In the event of an EGR modulator failure, the EGR system will become inoperative.
WARNING LAMP - GLOW PLUG
The glow plug warning lamp is located in the instrument pack. It illuminates to alert the driver that the glow plugs
are being heated prior to the engine being started. The length of time that the lamp illuminates and the glow plugs
are operating prior to cranking is the pre-heat period. The length of time of this period is determined by the ECT
sensor signal, controlled by the ECM. 
						

							18ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION GLOW PLUGS
The 4 glow plugs are located in the engine block on the inlet side, in cylinders 1 to 4. Cylinder 5 has no glow plug.
The glow plugs are a vital part of the engine starting strategy. The purpose of the glow plugs are:
Assist cold engine start.
Reduce exhaust emissions at low engine load/speed.
The main part of the glow plug is a tubular heating element that protrudes into the combustion chamber of the
engine.The heating element contains a spiral filament that is encased in magnesium oxide powder. At the tip of
the tubular heating element is the heater coil. Behind the heater coil and connected in series is a control coil. The
control coil regulates the heater coil to ensure that it does not overheat and cause a possible failure. The glow
plug circuit has its own control relay, located underneath the RH front seat.
Pre-heat is the length of time the glow plugs operate prior to engine cranking. The ECM controls the pre-heat time
of the glow plugs based on battery voltage and coolant temperature information via the glow plug relay.
Post-heat is the length of time the glow plugs operate after the engine starts. The ECM controls the post-heat time
based upon ECT information. If the ECT fails the ECM will operate pre-post heat time strategies with default
values from its memory. In this case, the engine will be difficult to start. 
						

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DESCRIPTION AND OPERATION Input / Output
The glow plugs receive a feed from the glow plug relay (C0215-3) on a yellow/black then individual black wires.
The ECM provides the earth path for the glow plug relay (C0151-6), working in tandem with the Alarm ECU. The
supply voltage heats the coils to approximately 1000°C (1832°F). The glow plug circuit is wired in parallel, the
body of each glow plug is screwed directly into the engine block which provides each glow plug with an earth path.
The glow plugs can fail in one or more of the following ways:
Heater coil open circuit.
Control coil open circuit.
Poor earth quality.
Short circuit to vehicle supply.
Short circuit to vehicle earth.
Harness fault.
Relay windings open circuit.
Incorrect relay fitted.
In the event of a glow plug failure, any of the following symptoms may be observed:
Difficult starting.
Excessive smoke emissions after engine start. 
						

							18ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION TURBOCHARGER
1.Exhaust gas from manifold
2.Studs to exhaust manifold
3.Turbocharger cast iron housing
4.Wastegate valve linkage
5.Exhaust gas out to front exhaust pipe6.Compressed air intake
7.Fresh air intake
8.Turbocharger aluminium alloy housing
9.Wastegate valve vacuum port
The Td5 engine utilises a Garrett GT20 turbocharger with an electronically controlled wastegate modulator to
improve engine performance. The turbocharger uses the engines exhaust gas to spin a turbine at very high
speed. This causes inlet air on the other side of the turbine to be drawn in through the turbocharger intake for
compression.The inlet air is carried round by the vanes of the compressor and then thrown out under centrifugal
force from the turbochargers outlet duct. This compression of air enables a greater quantity of air to be delivered
to the inlet manifold via an intercooler. Combustion is improved through better volumetric efficiency. The use of a
turbocharger improves fuel consumption and increases engine torque and power. Exhaust noise is also reduced
due to the smoothing out of exhaust pulsations.
The rear cast iron body of the turbocharger housing connects to a port on the exhaust manifold at the LH side of
the cylinder head by three studs and nuts. The interface between the exhaust manifold and the turbocharger
housing is separated by a metal gasket. The exhaust outlet of the turbocharger is located at the bottom of the
turbocharger cast iron housing. It is connected to the exhaust system front downpipe and is attached by three
studs and nuts. The interface between the turbocharger housing and the exhaust front pipe is separated by a
metal gasket.
The front casing of the turbocharger is constructed from aluminium alloy and is connected to the air inlet duct by a
metal band clip. The compressed air outlet is connected to the intercooler by a metal pipe which has rubber hose
extensions at each end attached by metal band clips. 
						

							ENGINE MANAGEMENT SYSTEM
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DESCRIPTION AND OPERATION The turbocharger is exposed to extremely high operating temperatures (up to 1000°C, 1832°F) because of the
hot exhaust gases and the high speed revolution of the turbine (up to 15,000 rev/min). In order to resist wear of
the turbine bearings a flow of lubrication oil is supplied from the engine lubrication system to keep the bearings
cool. Oil is supplied from a tapping at the front of the full-flow filter adaptor housing via a metal pipe with banjo
connections. Oil is returned to the sump via a metal pipe which connects to the cylinder block at a port below the
turbocharger assembly.
A heatshield is attached to the LH side of the engine to protect adjacent components from the heat generated at
the turbocharger. The heatshield is attached to the engine by 2 bolts. An additional bolt attaches the heatshield to
the turbocharger casting.
The ECM controls the amount of boost pressure the engine receives by way of the turbocharger. When full boost
is reached a control signal is sent to the wastegate modulator, and a vacuum is applied to the wastegate valve.
The wastegate valve opens, bypassing some of the exhaust gases away from the turbine to be output to the
exhaust system.
The engine should be allowed to idle for 15 seconds following engine start up and before the engine is switched
off to protect the turbocharger by maintaining oil supply to the turbine bearings.
INTERCOOLER
The intercooler is an air-to-air heat exchanger which lowers the intake air temperature to obtain a higher air
density for better combustion efficiency. The intercooler receives compressed air from the turbocharger via a
metal pipe. It cools the intake air via the intercooler matrix and delivers it to the intake manifold by means of a
rubber hose which connects between the intercooler outlet and the intake manifold. The rubber hose is connected
to ports at each end by metal clips.
The intercooler is located at the front of the engine bay, forward of the radiator.