Land Rover Lesson 2 Auto Trans Coolingine Rover Manual

							Oil Filter
The oil filter is a replaceable cartridge installed on an
adapter in the centre of the vee. An internal bypass
facility permits full flow bypass if the filter is blocked.
NOTE: In service care must be taken when removing
the oil filter to minimise oil drips and spillage into the
engine vee and cam covers:
•Do not use air/power tools
•Unscrew oil filter cap 4-5 turns
•Leave for a minimum of 1 minute to allow to drain
•Remove cap, ensuring minimal oil spillage
•Replace oil filter element into the cap (can only be
fitted in one direction)
•Replace cap and torque to specification.
Oil Pressure Switch
Oil pressure switch1
The oil pressure switch, located in the vee at the front
of the LH cylinder head, connects a ground input to the
instrument cluster when oil pressure is present. The
switch operates at a pressure of 0.15 to 0.41 Bar (2.2 to
5.9 Psi).
Oil Level Gauge
The oil level gauge locates midway along the LH side
of the oil pan, supported in a tube installed in the ladder
frame. Two holes in the end of the gauge indicate the
minimum and maximum oil levels. There is a difference
of approximately 1 litre (1 US quart) between the two
levels.
(G421095) Technical Training112
Lesson 2 – PowertrainEngine 
						

							EXHAUST MANIFOLD
LH exhaust manifold1RH exhaust manifold2
The exhaust manifolds are cast from steel alloy and are
unique for each cylinder bank. They are sealed to the
cylinder head by means of a steel gasket. Sacrificial
plastic sleeves are used to align the manifolds. These
sleeves must be changed when refitting the manifolds.
Spacers on the securing bolts allow the manifolds to
expand and retract with changes of temperature while
maintaining the clamping loads.
Each manifold has a connection for the EGR transfer
pipe.
The engine is fitted with a Variable Geometry
Turbocharger (VGT), which is fixed to the exhaust
manifold by a three hole flange with a steel gasket.
EngineLesson 2 – Powertrain
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							Crossover Pipe
A crossover pipe carries the exhaust gasses from the
RH exhaust manifold to the turbocharger on the LH
exhaust manifold. The crossover pipe is located at the
rear of the engine and is routed across the top of the
transmissions bell housing.
(G421095) Technical Training114
Lesson 2 – PowertrainEngine 
						

							Evaporative Emissions Component Layout
Fuel filler head1
DMTL pump filter (NAS only)2
Fuel tank vent hose to canister3
DMTL pump (NAS only)4
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							Charcoal canister5
Fuel tank breather hose from tank6
Purge hose7
Purge valve8
Fuel tank9
Charcoal canister vent hose (All except NAS) or
DMTL pump vent hose (NAS)
10
GENERAL
The Evaporative emission (EVAP) control system
reduces the level of hydrocarbons released into the
atmosphere by fuel vapor venting from the fuel tank.
The system comprises a charcoal canister, purge valve
and interconnecting vent pipes and hoses. The vent pipes
are connected to the system components using quick
release connectors.
Fuel vapor is generated by the fuel in the tank and the
amount of vapor produced increases as the fuel heats
up. Fuel vapor can flow freely to the charcoal canister
via the tank venting system. The venting system consists
of roll over valves and a liquid vapor separator mounted
internally in the tank and then externally via a breather
line. The breather line allows the fuel vapor to flow to
the charcoal canister via a Y piece mounted on the filler
head.
On NAS vehicles the vapor generated during fuel filling
and under ambient conditions flows without restriction
to the charcoal canister.
On all vehicles except NAS, the same vapor is restricted
in its path to the charcoal canister but can flow freely
during the fuel filling operation to atmosphere, via the
filler opening.
The vapor passes into the charcoal canister where it is
absorbed and stored by the charcoal. Because there is
a limit to the amount of vapor the canister can contain,
the fuel vapor is purged from the canister when the
engine is running and burned in the engine.
(G421145) Technical Training178
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							PURGE VALVE AND HOSES
Electric throttle1
Purge hose2
Intake manifold3
Fuel feed jump hose (Ref. only)4
Purge valve5
Purge hose connector6
Bracket7
Hose clamps8
Elbow assembly9
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							The purge valve is located at the rear of the engine, on
a bracket which is attached to the transmission bell
housing. The purge hose is routed from the purge valve,
along the left hand side of the air intake manifold, to
the elbow assembly which locates the electric throttle.
The purge hose is connected, at the right hand rear of
the engine, with a quick release coupling to the purge
line which runs parallel with the fuel feed line along the
top of the fuel tank to the charcoal canister.
The purge hose continues from the purge valve and is
routed to a connection on the air intake elbow assembly.
The hose is connected to the elbow with a quick release
connector.
The purge valve is located on a bracket on the bell
housing and is secured with a single bolt. The purge
valve is a solenoid operated valve which is closed when
de-energised. The valve is controlled by the Engine
Control Module (ECM) and is operated when engine
operating conditions are correct to allow purging of the
charcoal canister.
The ECM keeps the purge valve closed (de-energised)
below a predetermined engine coolant temperature and
engine speed to protect the engine tune and catalytic
converter performance. If the purge valve is opened
during cold running conditions or at engine idle speed,
the additional fuel vapor can cause the engine to have
erratic idle speed or even stall. When engine operating
conditions are correct, the ECM opens the purge valve
(energised) and the depression at the inlet manifold
draws a fuel vapor and fresh air mix from the charcoal
canister. When the purging process is active, fresh air
is drawn into the charcoal canister via the DMTL pump
atmospheric vent connection and its filter on NAS
vehicles and via the atmospheric vent hose connection
and the spider trap on non NAS vehicles.
On NAS vehicles the system does not include a pressure
test point. Pressure testing of the purge valve hose is
achieved by disconnecting the purge valve joint on the
underside of the vehicle, forward of the fuel tank and
connecting a special tool to allow the system to be
pressure tested. The test performs a pressure test on the
purge hose connection forward of the fuel tank back to
the charcoal canister. The special tool is then connected
to the purge hose connection forward of the fuel tank
to perform a pressure test on the purge hose to the purge
valve.
(G421145) Technical Training180
Lesson 2 – PowertrainEvaporative Emissions 
						

							CHARCOAL CANISTER
Charcoal Canister - All except NAS
Charcoal canister1
Charcoal canister atmospheric vent connection2
Purge hose connection3
Charcoal canister tank vent connection4
Charcoal Canister - NAS
Charcoal canister atmospheric vent connection
(via DMTL pump)
1
DMTL pump2
Charcoal canister3
Electrical connector4
Purge hose connection5
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							Charcoal canister tank vent hose connection6
The charcoal canister is located in a central position,
forward of the spare wheel. It is attached at the rear with
two bolts which screw into the spare wheel carrier. At
the front, the canister has two lugs which locate in the
parking brake module support bracket.
The canister on ROW vehicles has a capacity of 1400
cc (85.4 in3).
The canister on NAS vehicles has a capacity of 3000
cc (183 in3).
The canister has three ports which allow for the
attachment of the atmospheric vent hose, the purge hose
and the tank vent hose. On NAS vehicles the
atmospheric vent hose connection allows for the
attachment of the DMTL pump.
The canister contains a bed of activated charcoal or
carbon. The charcoal is produced using special
manufacturing techniques to treat the charcoal with
oxygen. The oxygen treatment opens up millions of
pores between the carbon atoms resulting in a highly
porous charcoal with a very large effective surface area
which is capable of absorbing large quantities of fuel
vapor. Once treated the charcoal is known as activated
carbon or charcoal. The charcoal canister on NAS
vehicles uses a higher grade charcoal which the fuel
system to meet the requirements of LEV2 emission
regulations.
DIAGNOSTIC MONITORING OF
TANK LEAKAGE (DMTL) - NAS
ONLY
The DMTL system is a legislative requirement for NAS
vehicles. The DMTL system periodically checks the
EVAP system and the fuel tank for leaks when the
ignition is switched off.
The DMTL system comprises the previously described
components of the EVAP system with the following
additional components; a DMTL pump and a DMTL
filter.
The DMTL pump is connected to the atmospheric vent
of the charcoal canister and incorporates a Positive
Temperature Co-efficient (PTC) heating element, a
normally open valve and a reference orifice. The DMTL
pump is only operated when the ignition is switched off
and is controlled by the ECM. The ECM also monitors
the electric air pump operation and the normally open
valve for faults.
The DMTL filter protects the pump from dust being
drawn into the system when the pump is being operated.
The filter is located on the fuel filler head and is
connected to the DMTL pump by a hose.
DMTL Operation
To check the fuel tank and the EVAP system for leaks,
the ECM operates the DMTL pump and monitors the
current draw. Initially, the ECM establishes a reference
current by pumping air through the reference orifice
and back to atmosphere. Once the reference current is
determined, the ECM closes the normally open valve
which seals the EVAP system. The purge valve remains
de-energised and is therefore closed. The output from
the air pump is diverted from the reference orifice and
into the EVAP system.
When the normally open valve is closed, the load on
the air pump falls to zero. Providing there are no leaks,
the air pump will begin to pressurise the EVAP system
and the load and current draw in the pump increases.
By monitoring the rate and level of the current increase,
the ECM can determine if there is a leak in the EVAP
system.
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							During normal vehicle operation, the ECM energises
the heating element in the pump to prevent condensation
formation and possible incorrect current readings.
Leaks are classified as:
•Minor - equivalent to a hole diameter of 0.5 to 1.0
mm (0.02 to 0.04 in)
•Major - equivalent to hole diameter of 1.0 mm (0.04
in) or greater.
The ECM performs a check for major leaks each time
the ignition is switched off, providing the following
conditions are met:
•The ECM is in power down mode for more than 3
seconds after the ignition is switched off
•The vehicle speed is zero
•The engine speed is zero
•The pressure altitude (derived from engine load
calculations) is below 1800 m (6000 feet)
•The engine coolant temperature is more than 2.25°C
(36°F)
•The ambient temperature is between 0 and 40°C (32
and 104°F)
•The charcoal canister load factor is 3 or less (where
the load factor is a measure, between -1 and +30, of
the fuel vapor stored in the charcoal canister. Where
-1 is 0% fuel vapor, 0 is stoichiometric fuel vapor
level and +30 is 100% saturated with fuel vapor.
•The fuel tank level is valid and between 15 and 85%
of nominal capacity
•The engine running time during the previous cycle
was more than 20 minutes
•The battery voltage is between 10.94 and 14.52 volts
•The last engine off time was more than 150 minutes
•No errors are detected with the EVAP components,
the engine coolant temperature, the ambient air
temperature and the fuel level.
NOTE: A leak test can be performed using T4. This
overrides the above conditions and is useful for checking
correct system and component operation.
The ECM performs a check for minor leaks after every
14th major leak check or after refuelling is detected.
When the leak check is complete, the ECM stops the
DMTL pump and opens (de-energises) the normally
open valve.
If the fuel filler cap is opened or refuelling is detected
during the leak check, by a sudden drop in the current
draw or a rise in the fuel level, the ECM aborts the leak
check.
If a leak is detected during the check, the ECM stores
an appropriate fault code in its memory. If a leak is
detected on two consecutive checks, the ECM
illuminates the Malfunction Indicator Lamp (MIL) in
the instrument cluster on the next drive cycle.
The duration of a leak check can be between 40 and 270
seconds depending on the results and fuel tank level.
Evaporative EmissionsLesson 2 – Powertrain
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