Land Rover Fuel Injection System Manual

							
LAND ROVER 
The underside of the plenum in the figure above and below shows the plen\
um pre-heater plate with 
two water hoses and the idle bypass air valve stepper motor as well as t\
he throttle linkages. Note 
also the cable and plug for the throttle potentiometer sensor.
 
Figure 7 – Close up of plenum chamber pre-heater
 
The above figure shows the plenum upside down. The primary metered air e\
ntry point is the large 
round point, and the pre-heater plate is shown above with the two heater\
 hoses. 
 
Figure 8 – Close up showing the throttle linkage
 
The throttle linkage looked in a very bad state during the initial inspe\
ction – however after cleaning 
and refurbishment it quickly became clear that the linkage was in except\
ionally good condition with 
very little wear. Stripping the linkage involved drilling the rivets (s\
hown on the RHS bearing) and 
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LAND ROVER 
replacing. 
 
Figure 9 – Drilled throttle assembly rivets
 
With the degreasing and refurbishment complete, a new coat of paint was \
required. Matt black was 
used for everything other than the fuel rail (which was sprayed a brigh\
t red colour from Rover). 
 
Figure 10 – Painted plenum - minus all ancillary components
 
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Figure 11 – Sprayed idle bypass air valve housing and plenum pre-heat\
er
 
 
 
Figure 12 – Sprayed plenum complete with rebuilt throttle linkages
 
Meanwhile – all the work required to clear the old carburetion system\
 on the land rover had 
commenced to the point of leaving the valley clear
 
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Figure 13 – Rover V8 cleared down to the valley
 
 
 
 
Figure 14 – Left and right views of the V8
 
A good deal of time was spent carefully cleaning the matting surfaces of\
 the two heads, and also 
thread chasing all the intake mounting bolts using a stainless steel hea\
d bolt cut with a slot 
(obtained from Real Steel).
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Figure 15 – Underside of original carburettor manifold (showing the \
plumbing)
 
With the original intake manifold the top and bottom radiator hoses foll\
owed a conventional route – 
although the top hose was interrupted (close to the radiator) by a met\
al unit holding two 
temperature switches designed to operate the two electric radiator fans.\
 Closer to the manifold, the 
water pump had two ports which connected to hoses – one which was abo\
ut 4” long and which 
connected to a corresponding metal pipe in the intake manifold front bod\
y (shown above as the 
bottom right hand most pipe). The second connected to a full length met\
al pipe screwed to the 
underside of the manifold. At the back of the manifold the screwed pipe \
and a second metal pipe in 
the intake manifold rear body acted as the flow and return feeds for the\
 heater matrix. 
 
Figure 16 – Underside of injection manifold
 
The new injection manifold had no full length pipe screwed to the unders\
ide and only one port at 
the front. There was no port at the rear. An additional complication was\
 the fact that the water 
pump and manifold had 19mm (3/4” fittings) but the heater matrix ha\
d 16mm (5/8
” fittings). The 
photo above illustrates one aspect of the plumbing solution adopted. 
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The existing steel port on the front of the injection manifold was conne\
cted to a 19-19mm U bend 
in silicon, and routed under the intake using a steel metal pipe. Undern\
eath the manifold (towards 
the rear) the steel pipe connected to a 19mm to 16mm silicon hose reduc\
er (still under the 
manifold) and the 16mm outlet was then connected via domestic half inch\
 copper to an upright 
which connected to a 16-16mm right angle in silicon, connecting to the h\
eater control valve (a 
sluice valve from an early VW Sirocco mounted on the firewall and shown \
as “V” in the figure 
below). On the other side of the sluice valve, a short length of 16mm r\
ubber hose connects to the 
flow side of the heater matrix. 
 
Figure 17 – Cooling plumbing for the heater matrix
 
The matrix return routed via a long sweeping 16mm hose, clamped just abo\
ve the throttle linkage 
and routed from there to a straight 16-19mm reducer in plastic, and from\
 that to the water pump 
port via a 19-19mm right angle in plastic. The innermost unused water pu\
mp port is blocked off. 
 
Each of the water pump ports were odd, in the sense that they had no lip\
s – which meant that 
when under pressure, even well clamped hoses could theoretically push of\
f. (The author has 
experienced precisely this occurrence at speed in a vehicle with a small\
 block Chrysler 360CID 
engine – with the instantaneous loss of all coolant). With that in m\
ind, the pipe work has been 
fitted in such a way to physically lock each pipe into place on the wate\
r pump ports before being 
clamped with strong jubilee clips.
 
The metal pipe under the manifold was constructed using new steel pipe, \
with soldered lips at both 
ends, cleaned and painted matt black. It is not fixed.
 
There was one other complication with the cooling system involving the t\
hermostat housing. The 
injection manifold came its own thermostat housing (which included a te\
mp switch sensor). 
However, offering up the new intake manifold to the engine revealed a fo\
uling problem between 
the thermostat housing and the distributor advance/retard vacuum actuato\
r. A good deal of time 
was spent reviewing this problem – including an attempt to swap the o\
riginal carburettor manifold 
thermostat housing onto the injection manifold (which failed because th\
e top hose then fouled 
other components). 
 
The solution involved fitting the housing as close to the manifold as po\
ssible by removing the 
gasket and using silicon to seal, followed by grinding additional cleara\
nce into the body of the 
housing. As it stands, the clearance permits slightly more than 12 degre\
es BTDC of advance before 
fouling. It is also relatively easy to remove the housing, albeit tricky\
 to refit while keeping the 
thermostat locked in an upright position in its recess. 
 
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Figure 18 – Intake front and rear view
 
As part of the refurbishment, all eight injectors were sent to a special\
ist cleaning company (who 
also supplied the oxygen lambda sensors). Their injector cleaning servi\
ce included replacing the 
pintle heads, all O rings (2 per injector) followed by ultrasonic clea\
ning and then a testing phase to 
assess the coil electrically, and to check the flow rating for each inje\
ctor at 3 bar pressure along 
with measured leak down loss and spray pattern. 
 
Figure 19 – Injector testing results
 
 
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Figure 20 – Finalised injection intake base
 
The figure above shows the fully built injection manifold complete with \
refurbished injectors and 
fuel rail – note the converted fuel pipe connection on the rear of th\
e fuel rail - now converted to 
use a standard hose connection
 
The injector and fuel rail refit involved the following steps.
 1.  Oil the manifold injector bores
2.  Lightly oil the O-rings on the bases of the injectors
3.  Carefully push fit all eight injectors into the bores without damagi\
ng the new O-rings and  with the electrical connections in the upright position. 
4.  Lightly oil the injector upper O-rings
5.  Place one side of the rail onto the even set of four injectors
6.  Using a clamp with rubber jaws, press fit the rail onto all four inj\
ectors observing the mount  positions to prevent push fitting the rain too far down. 
7.  Place the odd injector side of the rail onto the remaining four inje\
ctors
8.  Using a clamp with rubber jaws, press fit the rail onto all four inj\
ectors observing the mount  positions to prevent push fitting the rain too far down. 
9.  Move across the rail to ensure it is evenly pressed onto the 8 injec\
tors. 
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10.  Fit all four fuel rail mounting screws and tighten to 10ft/lbs
Fabrication / Design process
Following the refurbishment of the injection hardware, the engine fittin\
g process began. 
 
Broadly this involved the following steps
 1.  Fitting the intake manifold with new valley gasket and front and rea\
r valley seals. 
2.  Deciding on the orientation for both the intake runners and the plen\
um
3.  Fabricating and fitting the throttle linkage
4.  Fabricating the air intake filter and mass air flow sensor mount
5.  Designing the PCV system
6.  The fuel system
7.  Designing the vacuum plumbing
8.  Fitting the electrical wiring loom for the ECU
9.  Removing the two down pipes of the exhaust system – and fitting t\
he mount points for both  lambda sensors
10.  Designing the road speed transducer system
11.  Designing the mount for the ECU and main + fuel relays
12.  Fitting the ECU
13.  Wiring the loom into the ECU
14.  Fitting the 14CUX diagnostic reader. 
 
This was the time consuming part of the project and proceeded as follows\
 
 
Fitting the injection Intake manifold
Fitting the intake manifold was the one area of ambiguity given it was f\
rom a different 
displacement engine. As it happens, the intake fit was fine – althoug\
h it is worth saying that all 
mount bolts were extremely tight to get threaded. A full set of new mult\
ipoint head stainless steel 
bolts were available, but the decision was taken not to employ them as t\
he original bolts were in 
good condition after careful cleaning. With that in mind, one stainless \
bolt was sacrificed as a 
thread cleaner and chaser – which given the state of the existing hea\
ds was a step well worth 
taking. 
 
Use caution on the front two intake bolts. They are notorious for rustin\
g and then sheering on 
removal.
 
The intake valley gasket was a fabric type (not pressed steel). Silico\
n sealant was employed on the 
four water openings (front and back, left and right), on the front and\
 rear valleys and on all four 
outer valley corners where the head butts into the intake. Silicon was n\
ot used around the inlets.
 
 
Selection of orientation of plenum and trumpets
The selection of orientation for the trumpets was easy – given it is \
a reversible section of the 
intake. The external vacuum ports on the trumpet housing were the decidi\
ng factor given the need 
for the brake servo on one side, and on the other a PCV feed at idle, an\
d the vac gauge. (Note that 
the distributor advance/retard is fed from the port on the upper surface\
 of the plenum, and the fuel 
regulator is fed by the port under the idle bypass air valve stepper mot\
or).
 
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Figure 21 – Underside of plenum intake trumpet housing (note vacuum \
ports)
 
The plenum orientation again was an easy choice given it is also reversi\
ble. Fitted correctly (ie: 
with the 3.9 emblem visible at the front) the air intake fouled the lan\
d rover wing. Flipping the 
plenum with the air intake onto the drivers side of the vehicle not only\
 resolved the fouling 
problem but also meant it was possible to reuse the existing carburettor\
 throttle cable.
 
The one downside with this arrangement was that the route from the air i\
ntake to the logical place 
for fitting the mass air flow sensor required a tight C shape. 
 
Figure 22 – Final position of the plenum
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