Land Rover Lesson 2 Auto Trans Coolingine Rover Manual

							•How much to reduce engine torque during gear
changes.
•When to permit speed control operation.
•To control the operation of the speed control system.
•Implementation of the idle strategy when the vehicle
is stationary.
ECM Harness Connector C0872 Pin details
Input/OutputDescriptionPin No
OutputSerial to immobilisation control
module
A1
InputSerial from immobilisation
control module
A2
Input/OutputCAN LowA3
Input/OutputCAN HighA4
OutputStarter motor enableB1
-APP sensor groundB2
-Radiator outlet temperature
sensor ground
B3
InputSpeed controlB4
-APP 1 Sensor groundC1
OutputAPP sensor 2 reference voltageC2
OutputECT sensor 2C3
InputSpeed controlC4
InputAPP 1 signalD1
-APP 2 Sensor groundD2
InputVoltage 2D3
-Not usedD4
OutputAPP sensor 1 reference voltageE1
InputWater in fuel sensorE2
InputStop switch 1E3
InputInertia switchE4
InputIntake air temperature sensorF1
-Not usedF2
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							Input/OutputDescriptionPin No
InputEngine cranking signalF3
InputMass air flow sensorF4
InputFuel pump power monitorG1
InputStop light switchG2
-Not usedG3
-Not usedG4
-Not usedH1
-Not usedH2
-Not usedH3
-Not usedH4
-Not usedJ1
OutputE box fanJ2
OutputMain relayJ3
OutputFuel pump relayJ4
-Not usedK1
OutputElectric cooling fan controlK2
InputIgnition switch senseK3
InputKeep alive power supplyK4
InputBattery voltageL1
InputBattery voltageL2
InputBattery voltageL3
-GroundL4
-GroundM1
-GroundM2
-GroundM3
-GroundM4
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							ECM Harness Connector C0411 Pin details
Input/OutputDescriptionPin No
InputEngine oil temperature sensorA1
-Not usedA2
-Not usedA3
-Not usedA4
InputSpare analogue inputB1
OutputSpare analogue inputB2
Input/OutputCAN loop LowB3
Input/OutputCAN loop HighB4
InputNot usedC1
Sensor groundC2
Not usedC3
InputKnock sensor B -C4
InputFuel rail pressure sensor signalD1
OutputFuel rail pressure sensorD2
OutputKnock sensor B +D3
InputKnock sensor A-D4
InputThrottle valve position sensorE1
-Fuel rail pressure sensor groundE2
InputGlow plug power monitor bank
A
E3
InputKnock sensor bank A+E4
OutputElectric throttle voltageF1
-Electric throttle groundF2
InputGlow plug monitor bank BF3
OutputSpare PWM outputF4
OutputActive engine mount control 1G1
OutputActive engine mount control 2G2
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							Input/OutputDescriptionPin No
OutputGlow plug relay controlG3
-Not usedG4
OutputAlternator commandH1
-Not usedH2
-Not usedH3
-Not usedH4
-Not usedJ1
E box fanJ2
OutputMain relayJ3
OutputFuel volume control valveJ4
-Oil temperature sensor groundK1
OutputViscous cooling fan controlK2
InputFuel pressure control valveK3
OutputInlet port deactivation actuatorK4
OutputInjector 1 commandL1
-Injector 1 commonL2
-Injector 3 commonL3
OutputL4
OutputInjector 3 commandM1
OutputInjector 5 commandM2
-Injector 5 commonM3
-Ground 7M4
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							ECM Harness Connector C2518 Pin details
Input/OutputDescriptionPin No
-Spare analogue inputA1
InputEGR valve position sensor bank
B
A2
Input/OutputEGR valve position sensor bank
A
A3
Input/OutputNot usedA4
InputAir charge temperature sensorB1
InputFuel temperature sensorB2
-Not usedB3
-Not usedB4
InputManifold absolute pressure
sensor
C1
-Engine coolant temperature
sensor
C2
InputAnalogue voltage 1C3
InputVGT bank AC4
OutputManifold absolute pressure
sensor supply
D1
OutputSensor ground MD2
Not usedD3
Not usedD4
InputEngine cooling fan monitorE1
-Not usedE2
-Not usedE3
-Not usedE4
InputCrankshaft position sensorF1
InputGenerator load monitor signalF2
-Not usedF3
Electronic Engine ControlsLesson 2 – Powertrain
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							Input/OutputDescriptionPin No
-Not usedF4
OutputCrankshaft position sensor supplyG1
-Crankshaft position sensor
ground
G2
-Variable geometry turbine actu-
ator ground
G3
InputCamshaft sensor signalG4
OutputEGR bank A +H1
-EGR bank A -H2
-Camshaft position sensor groundH3
OutputCamshaft position sensor supplyH4
OutputEGR bank B+J1
OutputVGT Bank A+J2
OutputNot usedJ3
OutputThrottle valve actuator +J4
-EGR Bank B-K1
-VGT -K2
InputNot usedK3
-Throttle valve actuator -K4
-Not usedL1
-Injector 2 commonL2
-Injector 0 commonL3
-Injector 4 commonL4
-Power groundM1
OutputInjector 2 commandM2
OutputInjector 0 commandM3
OutputInjector 4 commandM4
(G421152) Technical Training232
Lesson 2 – PowertrainElectronic Engine Controls 
						

							IMMOBILISATION
The immobilisation control module receives information
from related systems on the vehicle and passes a coded
signal to the ECM to allow starting if all starting
parameters have been met. The information is decoded
by the ECM which will allow the engine to run if the
information is correct.
The information is on a rolling code system and both
the immobilisation control module and the ECM will
require synchronisation if either component is renewed.
The ECM also protects the starter motor from
inadvertent operation. The immobilisation control
module receives an engine speed signal from the ECM
via the instrument cluster. When the engine speed
exceeds a predetermined value, the immobilisation
control module prevents operation of the starter motor
via an integral starter disable relay.
CAMSHAFT POSITION SENSOR
(CMP)
The CMP is located on the front face of the left hand
cylinder head. The sensor tip protrudes through the face
to pick up on the reluctor behind the camshaft pulley.
The CMP is a Hall effect type sensor
The ECM uses the CMP sensor signal to determine if
the piston in No. 1 cylinder is at injection TDC or
exhaust TDC. Once this has been established, the ECM
can then operate the correct injector to inject fuel into
the cylinder when the piston is at injection TDC.
The CMP sensor is a Hall effect sensor which used by
the ECM at engine start-up to synchronise the ECM
with the CKP sensor signal. The ECM does this by using
the CMP sensor signal to identify number one cylinder
to ensure the correct injector timing. Once the ECM has
established the injector timing, the CMP sensor signal
is no longer used.
The CMP sensor receives a 5V supply from the ECM.
Two further connections to the ECM provide ground
and signal output.
If a fault occurs, an error is registered in the ECM. Two
types of failure can occur; camshaft signal frequency
too high or total failure of the camshaft signal. The error
recorded by the ECM can also relate to a total failure
of the crankshaft signal or crankshaft signal dynamically
implausible. Both components should be checked to
determine the cause of the fault.
If a fault occurs with the CMP sensor when the engine
is running, the engine will continue to run but the ECM
will deactivate boost pressure control. Once the engine
is switched off, the engine will crank but will not restart
while the fault is present.
Electronic Engine ControlsLesson 2 – Powertrain
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							CRANKSHAFT POSITION SENSOR
(CKP)
The CKP sensor is located at the rear of the engine block
on the left hand side. The sensor tip is aligned with a
magnetic trigger which is attached to the crankshaft.
The reluctor is a press fit on the end of the crankshaft.
The trigger wheel must be carefully aligned to the
crankshaft to ensure correct timing. The sensor produces
a square wave signal, the frequency of which is
proportional to engine speed.
The ECM monitors the CKP sensor signal and can detect
engine over-speed. The ECM counteracts engine
over-speed by gradually fading out speed synchronised
functions. The CKP is a Hall effect sensor. The sensor
measures the magnetic field variation induced by the
magnetised trigger wheel.
The trigger wheel has two missing teeth representing
6º of crankshaft rotation. The two missing teeth provide
a reference point for the angular position of the
crankshaft.
When the space with the two missing teeth pass the
sensor tip, a gap in the signal is produced which the
ECM uses to determine the crankshaft position. The air
gap between the sensor tip and the ring is important to
ensure correct signals are output to the ECM. The
recommended air gap between the CKP and the trigger
wheel is 0.4 mm- 1.5 mm.
The ECM uses the signal from the CKP sensor for the
following functions:
•Synchronisation.
•Determine fuel injection timing.
•Enable the fuel pump relay circuit (after the priming
period).
•Produce an engine speed signal which is broadcast
on the CAN bus for use by other systems.
MASS AIR FLOW/INTAKE AIR
TEMPERATURE (MAF/IAT) SENSOR
The MAF/IAT sensor is located on the inlet air duct
directly after the air filter box. The sensor combines the
two functions of a MAF sensor and an IAT sensor in
one unit. The sensor is housed in a plastic moulding
which is connected between the intake manifold and
the air intake pipe.
The MAF sensor works on the hot film principle. Two
sensing elements are contained within a film. One
element is maintained at ambient (air intake)
temperature, e.g. 25°Celsius (77°F). The other element
is heated to 200°Celsius (392°F) above the ambient
temperature, e.g. 225°Celsius (437°F). Intake air
entering the engine passes through the MAF sensor and
has a cooling effect on the film. The ECM monitors the
current required to maintain the 200°Celsius (392°F)
differential between the two elements and uses the
differential to provide a precise, non-linear, signal which
equates to the volume of air being drawn into the engine.
(G421152) Technical Training234
Lesson 2 – PowertrainElectronic Engine Controls 
						

							The MAF sensor output is a digital signal proportional
to the mass of the incoming air. The ECM uses this data,
in conjunction with signals from other sensors and
information from stored fuelling maps, to determine the
precise fuel quantity to be injected into the cylinders.
The signal is also used as a feedback signal for the EGR
system.
The IAT sensor incorporates a Negative Temperature
Coefficient (NTC) thermistor in a voltage divider circuit.
The NTC thermistor works on the principle of
decreasing resistance in the sensor as the temperature
of the intake air increases. As the thermistor allows more
current to pass to ground, the voltage sensed by the
ECM decreases. The change in voltage is proportional
to the temperature change of the intake air. Using the
voltage output from the IAT sensor, the ECM can
correct the fuelling map for intake air temperature. The
correction is an important requirement because hot air
contains less oxygen than cold air for any given volume.
The MAF sensor receives a 12V supply from the Battery
Junction Box (BJB) and a ground connection via the
ECM. Two further connections to the ECM provide a
MAF signal and IAT signal.
The IAT sensor receives a 5V reference voltage from
the ECM and shares a ground with the MAF sensor.
The signal output from the IAT sensor is calculated by
the ECM by monitoring changes in the supplied
reference voltage to the IAT sensor voltage divider
circuit.
The ECM checks the calculated air mass against the
engine speed. If the calculated air mass is not plausible,
the ECM uses a default air mass figure which is derived
from the average engine speed compared to a stored
characteristic map. The air mass value will be corrected
using values for boost pressure, atmospheric pressure
and air temperature.
If the MAF sensor fails the ECM implements the default
strategy based on engine speed. In the event of a MAF
sensor signal failure, any of the following symptoms
may be observed:
•Difficult starting
•Engine stalls after starting
•Delayed engine response
•Emission control inoperative
•Idle speed control inoperative
•Reduced engine performance.
If the IAT sensor fails the ECM uses a default intake
air temperature of -5°Celsius (23°F). In the event of an
IAT sensor failure, any of the following symptoms may
be observed:
•Over fuelling, resulting black smoke emitting from
the exhaust.
•Idle speed control inoperative.
ENGINE COOLANT TEMPERATURE
SENSOR
The engine coolant temperature sensor is located in the
top hose at the coolant manifold junction. The ECT
sensor provides the ECM and the instrument cluster
with engine coolant temperature status.
The ECM uses the temperature information for the
following functions:
•Fuelling calculations
Electronic Engine ControlsLesson 2 – Powertrain
235Technical Training (G421152) 
						

							•Limit engine operation if engine coolant temperature
becomes too high
•Cooling fan operation
•Glow plug activation time.
The instrument cluster uses the temperature information
for temperature gauge operation. The engine coolant
temperature signal is also transmitted on the CAN bus
by the instrument cluster for use by other systems.
The ECM ECT sensor circuit consists of an internal
voltage divider circuit which incorporates an NTC
thermistor. As the coolant temperature rises the
resistance through the sensor decreases and vice versa.
The output from the sensor is the change in voltage as
the thermistor allows more current to pass to earth
relative to the temperature of the coolant.
The ECM compares the signal voltage to stored values
and adjusts fuel delivery to ensure optimum driveability
at all times. The engine will require more fuel when it
is cold to overcome fuel condensing on the cold metal
surfaces inside the combustion chamber. To achieve a
richer air/fuel ratio, the ECM extends the injector
opening time. As the engine warms up the air/fuel ratio
is leaned off.
The input to the sensor is a 5V reference voltage
supplied from the voltage divider circuit within the
ECM. The ground from the sensor is also connected to
the ECM which measures the returned current and
calculates a resistance figure for the sensor which relates
to the coolant temperature.
The following table shows engine coolant temperature
values and the corresponding sensor resistance and
voltage values.
Coolant Temperature Sensor Response
Voltage (Volts)Resistance (Kohms)Temperature (Degrees
Celsius)
4.54925-40
4.46496-30
4.34277-20
4.15160-10
3.88960
3.525910
3.093720
2.622430
2.151640
1.721150
1.347.560
1.045.670
0.793.880
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Lesson 2 – PowertrainElectronic Engine Controls