Land Rover Defender 300 Tdi Electrical Library Rover Manual

							DESCRIPTION AND OPERATION
DEFENDER 97 MY4.1
ENGINE IMMOBILISATION AND ALARM SYSTEM (IF FITTED)
DESCRIPTION
Although a key is used in the normal way to lock and unlock the vehicle, this
will not fully arm the engine immobilisation/alarm system. The system is fully
armed with an RF handset, which transmits a rolling code. This code is
received by the alarm ECU. If a door is opened without the alarm ECU
receiving the correct signal from the handset, the alarm will sound.
The alarm ECU also informs the engine immobilisation ECU if an incorrect
signal is received. In this case, the immobilisation ECU would fail to provide a
feed to the starter relay, immobilising the engine.
Passive immobilisation (if fitted) is also a feature, with a passive coil fitted
around the ignition barrel. This will activate 30 seconds after the ignition is
turned off and the drivers door is opened. Alternatively, passive immobilisation
will occur 5 minutes after the vehicle is unlocked, or the ignition is turned off.
When attempting to restart the vehicle, passive immobilisation can be switched
off using either the RF handset or the EKA code.
The EKA code is entered by the following process;
1.With the drivers door closed, insert the key into the ignition switch, turn to
position II and hold in this position for 5 seconds. Then switch off.
2.Turn the ignition switch to position II the required number of times to
enter the first digit of the code (if the first digit is 4, turn the key to position
II and then back to 0 four times).
3.Open the drivers door (to enter the first digit) and then close the door
again.
4.Turn the starter switch to position II and back to 0 the required number
of times to enter the SECOND digit of the code.
5.Open the drivers door (to enter the second digit) and then close the door
again.
6.Turn the starter switch to position II and back to 0 the required number
of times to enter the THIRD digit of the code.
7.Open the drivers door (to enter the third digit) and then close the door
again.
8.Turn the starter switch to position II and back to 0 the required number
of times to enter the FOURTH digit of the code. 
						

							DESCRIPTION AND OPERATION
4.2
DEFENDER 97 MY
9.Finally, OPEN and CLOSE the drivers door. If the code has been entered
correctly, the anti-theft indicator lamp will extinguish and the engine can
be started.
NOTE: If the vehicle has been previously armed, and the handset is
inoperative, the alarm will sound throughout the EKA entering
process.
OPERATION
Feed from the positive battery terminal is connected to the engine compartment
fuse box (C632-1) by a brown wire. Current flows through fusible link 1 and
fusible link 2 of the engine compartment fuse box, which are connected in
parallel. Fusible link 1 (C907-1) supplies a constant battery feed to;
·The BBUS (C666-2) on a black wire,
·Fuse 21 (C965-1) on a brown wire,
·Pin 86 (C964-30) of the alarm sounder relay on a brown wire,
·Pin 30 (C964-30) of the alarm sounder relay on a brown wire,
·The anti-theft alarm LED (C240-2) on a brown wire.
Fusible link 2 (C907-2) supplies a feed to;
·The ignition switch (C028-1) on a brown wire,
·The starter relay (C151-87) on a brown wire,
·Fuse 1 (C580-1) of the passenger compartment fuse box on a brown wire,
·Fuse 2 (C580-3) of the passenger compartment fuse box on a brown wire.
ALARM
Fuse 21 (C965-2) supplies a constant battery feed to the alarm ECU (C061-25)
on a brown wire. The alarm ECU is supplied a permanent earth (C057-11) by a
black wire. The alarm ECU (C057-8) also receives a constant battery feed from
fuse 1 of the passenger compartment fuse box (C580-2) on a purple wire. This
feed is then used to power the hazard warning lamps (C057-1 & C057-6).
When the vehicle alarm has been armed, the alarm ECU receives a number of
inputs. The RH door switch (C054-1) is connected to the alarm ECU (C061-5)
by a slate/white wire. When the door is closed, the switch is open. In this
condition, the alarm ECU (C057-5) supplies the BBUS (C666-3) with battery
voltage. When the door is opened, the door switch closes, providing a short to
earth. The alarm ECU responds by supplying the BBUS with a reduced
voltage. Sensing this drop in voltage, the BBUS sounds. 
						

							DESCRIPTION AND OPERATION
DEFENDER 97 MY4.3
The same principle is true of the LH door switch and the bonnet switch. The LH
door switch (C033-1) is connected to the alarm ECU (C061-16) by a
purple/blue wire, and the bonnet switch (C007-2) is connected to the alarm
ECU (C061-9) by a orange/blue wire. The bonnet switch is earthed (C007-1) on
a black wire. Both interact with the BBUS in exactly the same way as the RH
door switch.
In addition to being supplied with a constant battery feed (C666-2), the BBUS
also has its own internal power supply, and is earthed (C666-4) on a black
wire.
The alarm ECU (C061-20) also provides a feed for the ultrasonic modules
(C359-1 & C889-1) on black/brown wires. The modules are earthed (C359-2 &
C889-2) on black wires. When the modules detect movement, they supply the
alarm ECU (C061-3) with a short series of pulses on a white/black wire. Once
the alarm ECU detects these pulses, the BBUS is again sounded.
To disarm the alarm system, the RF handset is used. The signal transmitted by
the handset is received by the aerial. The aerial is connected to the alarm ECU
(C061-26) by an orange/slate wire.
The anti-theft alarm LED is used as a visual deterrent and is connected to the
alarm ECU (C057-4) by a pink wire. To illuminate the LED, the alarm ECU
provides a path to earth (C057-11). To extinguish the LED, the ECU provides it
(C240-1) with a voltage equal to that provided by fusible link 1. As the potential
difference across the LED is now 0 volts, the LED is extinguished. In this way,
the ECU can control the flashing sequence of the LED.
The alarm ECU also controls the interior lamps. The ECU (C061-1) provides a
feed to the interior lamp unit (C357-1) on a purple/white wire. This informs the
lamp unit to extinguish the interior lamps. When the interior lamp unit receives
a reduced feed from the alarm ECU, it illuminates the interior lamps.
The alarm and immobilisation systems can be interrogated through the
diagnostic socket (C040-8), which is connected to the alarm ECU (C061-17) by
an orange/light green wire. 
						

							DESCRIPTION AND OPERATION
4.4
DEFENDER 97 MY
IMMOBILISATION
With the ignition switch in position II, power flows across the switch (C094-1)
and supplies a feed to fuse 20 of the passenger compartment fuse box
(C580-39) on a white wire, and to the engine immobilisation ECU (C868-8 &
C863-5) on a black wire.
The immobilisation ECU is provided with a permanent earth (C863-1) on a
black wire.
Fuse 20 of the passenger compartment fuse box (C580-40) is connected to the
alarm ECU (C061-10) by a green wire, the engine immobilisation warning lamp
(C961-1) on a green wire, and the BBUS (C666-1) on a black wire. The
warning lamp and the BBUS are connected to parallel.
The engine immobilisation warning lamp (C962-1) is connected to the alarm
ECU (C057-9) by an orange wire. To illuminate the lamp, the ECU provides an
earth (C057-11). To extinguish the lamp, the ECU provides a feed equal to that
provided by fuse 20. As the potential difference across the lamp is now 0 volts,
the lamp is extinguished. In this way, the alarm ECU can control the flashing
sequence of the lamp.
The alarm ECU (C061-14) is connected to the immobilisation ECU (C863-9) by
a black wire. The alarm ECU will inform the immobilisation ECU that the alarm
system is armed.
When the ignition switch is turned to the crank position (C090-1), power flows
across the switch to the starter relay (C151-85) on a white/red wire. With the
engine immobilised, the alarm ECU (C057-10) provides a feed equal to the
ignition feed to the starter relay (C151-86) on a black/orange wire. As the
potential difference across the relay coil is 0 volts, the relay fails to energise.
If the engine is mobilised, the alarm ECU withdraws this feed and provides an
earth path for the relay. This energises the relay and allows the ignition feed
from fusible link 2 of the engine compartment fuse box to flow across the relay
(C151-87 & C151-30) and onto the immobilisation ECU (C863-6) on a
brown/red wire. When the immobilisation ECU receives an input from the
starter relay, it in turn provides a feed to the starter motor solenoid (C179-1) on
a black wire. The engine will now start. 
						

							DESCRIPTION AND OPERATION
DEFENDER 97 MY4.5
The immobilisation ECU also controls the fuel cut-off solenoid (C198-1), which
is connected (C863-4) by a black wire. The immobilisation ECU fails to provide
the solenoid a feed if the vehicle has been immobilised.
In addition to the features directly controlled by the immobilisation ECU, a
passive coil is fitted around the ignition barrel. This is a user friendly way of
re-mobilising the engine. The passive coil (C663-1) receives a power supply
from the alarm ECU (C057-7) on an orange/green wire.
The passive coil is only energised when the ignition switch is in position II and
the engine is in an immobilised state. The coil creates a magnetic field that
excites a coil in the RF handset. This causes the handset to transmit a code to
the alarm ECU to mobilise the engine.
NOTE: For the passive coil to operate correctly, the ignition key
and the RF handset must be on the same key ring.
NOTE: Passive immobilisation is not fitted in all markets. Check
vehicle specification. 
						

							DESCRIPTION AND OPERATION
4.6
DEFENDER 97 MY
CHARGING AND STARTING - DIESEL
DESCRIPTION
The charging system consists of an alternator containing a rectifier pack and
regulator to maintain a constant direct current (dc) voltage in the system. The
alternator is belt driven from the crankshaft and cooled by a fan mounted
behind the pulley. The alternator has a fixed coil wound stator in which a field
coil rotor rotates. Slip rings conduct current to and from the field coils via 2
carbon brushes. The regulator senses output voltage and controls this to
approximately 14 volts.
CHARGING - OPERATION
Feed from the positive battery terminal is connected to the engine compartment
fuse box (C632-1) by a brown wire. Current passes through fusible link 2 and
fusible link 3, which are connected in parallel. Fusible link 2 (C907-2) is
connected to the ignition switch (C028-1) by a brown wire. With the ignition
switch in position II (C094-1), a feed is supplied to the ignition/no charge
warning lamp (C230-5) on a white wire.
The warning lamp (C230-5) is earthed via the diode (C118-1) on a
yellow/brown wire and through the alternator field windings (C185-1) on a
brown/yellow wire. The flow of current through the warning lamps and field
windings partially magnetises the rotor. A resistor (C037-1 & C038-1) is wired
in parallel with the warning lamps to ensure continued exciter voltage in the
event of bulb failure.
When the engine starts, the magnetised rotor rotates within the stator windings,
generating a 3 phase alternating current (ac) and voltage which rises rapidly
with rotor speed. The field diodes convert the ac current to direct current (dc)
and the generated voltage is fed back to the field windings. As the feed back
voltage increases, the magnetic influence of the rotor also increases, resulting
in self-excitation of the rotor. Generated current and voltage increases with
rotor speed until the alternator is fully excited. 
						

							DESCRIPTION AND OPERATION
DEFENDER 97 MY4.7
When the alternator outputs a voltage equal to that supplied by the battery, the
warning lamp is extinguished as the potential difference across the lamp is 0
volts. The diode between the alternator and warning lamp prevents reverse
flow.
The regulator functions as an electronic control switch on the earth side of the
field coils. The regulator rapidly switches the earth circuit off and on to control
the generated voltage and current to safe limits.
If the battery is in a low state of charge or current draw from the electrical
system is high and causes a voltage drop, the alternator charges at its
maximum rate until 14 volts is generated. As battery voltage rises, the
generator current output reduces.
STARTING - OPERATION
Feed from the positive battery terminal is connected to the engine compartment
fuse box (C632-1) by a brown wire. Current passes through fusible link 2 and
fusible link 3, which are connected in parallel. Fusible link 2 (C907-2) is
connected to the ignition switch (C028-1) by a brown wire.
When the ignition switch is turned to the crank position, power flows across
the switch (C090-1) to the starter relay coil (C151-85) on a white/red wire.
Current then flows from the starter relay (C151-86) to the alarm ECU (C057-10)
on a black/orange wire. Assuming the alarm ECU has received the correct
code from the RF handset, it will complete the path to earth (C057-11) on a
black wire and energize the starter relay.
Power from fusible link 2 (C907-2) can now flow across the starter relay switch
and onto the engine immobilisation ECU (C863-6). Again, assuming the alarm
ECU has received the correct code from the RF handset, it will inform the
engine immobilisation ECU (C863-10) to provide a feed to the starter motor
solenoid (C179-1) on a black wire. This feed will energize the solenoid,
allowing a positive feed from the battery to flow across the solenoid (C178-1)
and power the starter motor. An earth is provided by the starter motor. 
						

							DESCRIPTION AND OPERATION
4.8
DEFENDER 97 MY
Glow Plugs
Glowplugs are fitted to the TDi engine to assist starting. A constant battery feed
is supplied by fusible link 3 (C907-3) to the glow plug timer (C189-5) on a
brown wire. When the ignition switch is turned to position II, a second feed is
supplied to the glow plug timer (C189-3). This triggers a feed (C189-6) to the
glow plugs.
With the ignition switch in position II, the glow plug warning lamp (C230-4) is
provided a feed via fuse 17 (C580-33) of the passenger compartment fuse box
on a white wire. The warning lamp (C233-10) is connected to the glow plug
timer (C189-2) by a yellow/black wire.
When the glow plug timer provides a feed for the glow plugs (C189-6), it
simultaneously provides an earth path (C189-4) for the warning lamp. After a
set period, feed to the glow plugs, and the earth path for the warning lamp are
cut; extinguishing the warning lamp. 
						

							DESCRIPTION AND OPERATION
DEFENDER 97 MY4.9
CHARGING AND STARTING - V8
DESCRIPTION
The charging system consists of an alternator containing a rectifier pack and
regulator to maintain a constant direct current (dc) voltage in the system. The
alternator is belt driven from the crankshaft and cooled by a fan mounted
behind the pulley. The alternator has a fixed coil wound stator in which a field
coil rotor rotates. Slip rings conduct current to and from the field coils via 2
carbon brushes. The regulator senses output voltage and controls this to
approximately 14 volts.
CHARGING - OPERATION
Feed from the positive battery terminal is connected to fusible link 2 (C632-1)
of the engine compartment fuse box by a brown wire. Fusible link 2 (C907-2)
supplies a feed to the ignition switch (C28-1) on a brown wire and the starter
relay (C151-87), also on a brown wire.
With the ignition switch in position II (C094-1), a feed is supplied to the
ignition coil (C156-1) and the ignition amplifier module (C633-3) on white wires.
The ignition switch also provides a feed to the ignition/no charge warning lamp
(C230-4) on a white wire. The warning lamp is earthed (C230-5) via the diode
(C118-1) on a yellow/brown wire and through the alternator field windings
(C185- 1) on a brown/yellow wire. The flow of current through the warning lamp
and field windings partially magnetises the rotor. A resistor (C038-1 & C037-1)
is wired in parallel with the warning lamp to ensure continued exciter voltage in
the event of bulb failure.
When the engine starts, the magnetised rotor rotates within the stator windings,
generating a 3 phase alternating current (a.c.) and voltage which rises rapidly
with rotor speed. The field diodes convert the a.c. current to direct current (d.c.)
and the generated voltage is fed back to the field windings. As the feed back
voltage increases, the magnetic influence of the rotor also increases, resulting
in self-excitation of the rotor. Generated current and voltage increases with
rotor speed until the alternator is fully excited. 
						

							DESCRIPTION AND OPERATION
4.10
DEFENDER 97 MY
When the alternator outputs a voltage equal to that supplied by the battery, the
warning lamp is extinguished as the potential difference across the lamp is 0
volts. The diode between the alternator and warning lamp prevents reverse
flow.
The regulator functions as an electronic control switch on the earth side of the
field coils. The regulator rapidly switches the earth circuit off and on to control
the generated voltage and current to safe limits.
If the battery is in a low state of charge or current draw from the electrical
system is high and causes a voltage drop, the alternator charges at its
maximum rate until 14 volts is generated. As battery voltage rises, the
generator current output reduces.
STARTING - OPERATION
Feed from the positive battery terminal is connected to the engine compartment
fuse box (C632-1) by a brown wire. Fusible link 2 (C907-2) then provides a
constant battery feed to the ignition switch (C028-1) and the starter relay
(C151-87). Both are connected by brown wires.
Fuel Supply
With the ignition switch in position II (C094-1), a feed is supplied to the fuel
pump relay (C298-85) on a white wire. The relay is connected (C298-86) on a
white/brown wire to the oil pressure switch (C187-1). When the engine is not
turning over, there is no oil pressure. In this condition, the oil pressure switch is
in the closed position. This provides an earth path and energises the fuel
pump relay.
The ignition switch (C094-1) also provides a feed to pin 87A of the fuel pump
relay (C298-87A) on a white wire. With the oil pressure switch in the closed
position, the energised fuel pump relay is unable to provide a feed to the fuel
pump (C115-2)