Land Rover Range Rover 2002my On Workshop Procedures Lm 6th Edition Nas Rover Manual

							GENERAL INFORMATION
03-30
Remedial actions
If an accident involving R134a should occur, conduct 
the following remedial actions:
lIf liquid R134a enters the eye, do not rub it. 
Gently run large quantities of eye wash over 
affected eye to raise the temperature. If an eye 
wash is not available, cool, clean water may be 
used to flush the eye. After rinsing, cover the 
eye with a clean pad and seek immediate 
medical attention.
lIf liquid R134a is splashed onto the skin, run 
large quantities of water over the affected area 
to raise the temperature. Implement the same 
action if the skin comes in contact with 
discharging cylinders. Wrap the contaminated 
body parts in blankets (or similar materials) and 
seek immediate medical attention.
lIf the debilitating effects of inhalation of R134a 
vapour is suspected, seek fresh air. If the 
affected person is unconscious, move them 
away from the contaminated area to fresh air 
and apply artificial respiration and/or oxygen 
and seek immediate medical attention.
WARNING: Due to its low evaporating 
temperature, R134a must be handled with care. 
R134a splashed on any part of the body will 
cause immediate freezing of that area. Also, 
refrigerant cylinders and replenishment trolleys 
when discharging will freeze skin to them if 
contact is made.
Service precautions
Observe the following precautions when handling 
components used in the air conditioning system:
lAir conditioning units must not be lifted by their 
hoses, pipes or capillary lines.
lHoses and lines must not be subjected to any 
twist or stress; the efficiency of the system will 
be impaired by kinks or restrictions. Ensure that 
hoses are correctly positioned before tightening 
couplings, and ensure that all clips and supports 
are utilised.
lFlexible hoses should not be positioned close to 
the exhaust manifold (less than 100mm) unless 
protected by heat shielding.
lCompleted assemblies must be checked for 
refrigeration lines touching metal panels. Any 
direct contact of components and panels may 
transmit noise and so must be eliminated.
lThe appropriate torque wrench must be used 
when tightening refrigerant connections to the 
stipulated value. An additional spanner must be 
used to hold the union to prevent twisting of the 
pipe when tightening connections.
lBefore connecting any hose or pipe, ensure that 
refrigerant oil is applied to the seat of the new O 
rings, BUT NOT to the threads of the 
connection.
lAll protective plugs must remain in place to seal 
the component until immediately prior to 
connection.
lEnsure components are at room temperature 
before uncapping, to prevent condensation of 
moisture from the air that enters it.
lComponents must not remain uncapped for 
longer than 15 minutes. In the event of a delay, 
the caps must be fitted.
lWhen disconnecting, immediately cap all air 
conditioning pipes to prevent ingress of dirt and 
moisture into the system.
lThe receiver/drier contains desiccant which 
absorbs moisture. It must be positively sealed at 
all times. A receiver/drier that has been left 
uncapped must not be used, fit a new unit.
lThe receiver/drier should be the last component 
connected to the system to ensure optimum 
dehydration and maximum moisture protection 
of the system.
lWhenever the refrigerant system is opened, the 
receiver/drier must be renewed immediately 
before evacuating and recharging the system.
lUse alcohol and a clean lint-free cloth to clean 
dirty connections.
lEnsure that all new parts fitted are marked for 
use with R134a.
When a major repair has been completed, a leak test 
should be conducted; refer to the Air Conditioning 
section of this manual for the correct procedure. 
						

							GENERAL INFORMATION
03-31
Refrigerant oil
Refrigerant oil easily absorbs water and must not 
be stored for long periods. Do not pour unused 
refrigerant oil back into the container. Always 
use an approved refrigerant oil. 
 
 +  CAPACITIES, FLUIDS, LUBRICANTS 
AND SEALANTS, Lubrication.
When replacing components in the A/C system, 
drain the refrigerant oil from the component being 
replaced into a graduated container. On assembly, 
add the quantity of refrigerant oil drained to the new 
component.
Compressor
A new compressor is sealed and pressurised with 
Nitrogen gas. When fitting a new compressor, slowly 
release the sealing cap; gas pressure should be 
heard to vent as the seal is broken.
CAUTION: A new compressor should always be 
sealed and could be pressurised with nitrogen 
gas. To avoid possible oil loss, release the 
sealing cap(s) slowly. Do not remove the cap(s) 
until immediately prior to connecting the air 
conditioning pipes to the compressor.
Rapid refrigerant discharge
If the air conditioning system is involved in accident 
damage and the system is punctured, the refrigerant 
will discharge rapidly. The rapid discharge of 
refrigerant will also result in the loss of most of the oil 
from the system. The compressor must be removed 
and all the remaining oil in the compressor drained 
and refilled as instructed in the air conditioning 
section of this manual.Precautions for refrigerant recovery, recycling 
and recharging 
When the air conditioning system is recharged, any 
existing refrigerant is first recovered from the system 
and  recycled. The system is then charged with the 
required weight of refrigerant and volume of 
refrigerant oil.
WARNING: Refrigerant must always be recycled 
before re-use to ensure that the purity of the 
refrigerant is high enough for safe use in the air 
conditioning system.
Recycling should always be carried out with 
equipment which is design certified by 
Underwriter Laboratory Inc. for compliance with 
SAE J1991. Other equipment may not recycle 
refrigerant to the required level of purity.
A R134a Refrigerant Recovery Recycling 
Recharging Station must not be used with any 
other type of refrigerant.
Refrigerant R134a from domestic and 
commercial sources must not be used in motor 
vehicle air conditioning systems.
CAUTION: The system must be evacuated 
immediately before recharging commences. 
Delay between evacuation and recharging is not 
permitted.
Air Conditioning Compressor Replacement
A new compressor is supplied filled with a full charge 
(X cm
3) of refrigerant oil. 
 
 +  CAPACITIES, FLUIDS, LUBRICANTS 
AND SEALANTS, Capacities.A calculated quantity 
of oil must be drained from the new compressor 
before fitting. To calculate the quantity of oil to be 
drained:
1Remove the drain plug from the old 
compressor.
2Invert the compressor and gravity drain the oil 
into a calibrated measuring cylinder. Rotate the 
compressor clutch to ensure the compressor is 
completely drained.
3Note the quantity of oil drained (Y cm
3).
4Calculate the quantity of oil to be drained from 
the new compressor using the following 
formula:
X cm
3 — (Y cm3 + 20 cm3) = Q cm3
5Remove the drain plug from the new 
compressor and drain Q cm3 of oil. Fit and 
tighten the compressor drain plug. 
						

							GENERAL INFORMATION
03-32
Body Repairs
General
Unlike previous Range Rovers that had a body shell 
bolted to a chassis frame, the new Range Rover has 
a steel monocoque body. This new monocoque 
construction gives significant improvements in 
torsional rigidity and bending stiffness. Front, side 
and rear sections of the shell are designed as 
energy absorbing zones. This means they are 
designed to deform progressively when subjected to 
impact in order to minimise the likelihood of injury to 
vehicle occupants. 
It is essential that design dimensions and strength 
are restored in accident rectification. It is important 
that neither structural weakness nor excessive local 
stiffness are introduced into the vehicle during body 
repair. 
Repairs usually involve a combination of operations 
ranging from straightening procedures to renewal of 
individual panels or panel assemblies. The repairer 
will determine the repair method and this decision will 
take into account a balance of economics between 
labour and material costs and the availability of repair 
facilities in both equipment and skills. It may also 
involve considerations of the vehicles downtime, 
replacement vehicle availability and repair turn-
around time. 
It is expected that a repairer will select the best and 
most economic repair method possible, making use 
of the facilities available. The instructions given are 
intended to assist a skilled body repairer by 
expanding approved procedures for panel 
replacement. The objective is to restore the vehicle 
to a safe running condition by carrying out a repair 
which is as close as is feasible to original standard. 
The results should not advertise to the experienced 
eye that the vehicle has been damaged, although the 
repair might not be identical in all respects to the 
original factory build. Commercial bodyshop repair 
facilities cannot always duplicate methods of 
construction used during production. 
Operations covered in this Manual do not include 
reference to testing the vehicle after repair. It is 
essential that work is inspected and suspension 
geometry checked after completion. Where 
necessary a road test of the vehicle should be carried 
out, particularly where safety-related items are 
concerned.Where major units have been disconnected or 
removed it is necessary to ensure that fluid levels are 
checked and topped up where necessary. It is also 
necessary to ensure that the repaired vehicle is in a 
roadworthy condition in respect of tyre pressures, 
lights, washer fluid etc. 
Body repairs often involve the removal of mechanical 
and electrical units and associated wiring. Where 
necessary, refer to the relevant section of this 
Workshop Manual for removal and refitting 
instructions. 
Taking into consideration the differences in body 
styles,  suspension systems, engine and 
transmission layouts, the location of the following 
components as applicable to a particular vehicle is 
critical:
lFront suspension upper damper mountings.
lSub frame mountings and additional front 
suspension mounting points.
lEngine mountings.
lRear suspension upper damper mountings. 
lRear suspension mountings or lower pivots.
Additional points which can be used to check 
alignment and assembly are:
lInner holes in cross member - side - main floor.
lHoles in front bulkhead.
lHoles in rear longitudinals.
lHoles in rear lower panels.
Apertures for windscreen, rear screen, bonnet and 
doors can be measured and checked  using the 
dimensional information provided and  also by 
offering up an undamaged component as a gauge. 
Straightening
 Whenever possible, structural members should be 
cold straightened under tension. Do not attempt to 
straighten with a single pull but rework the damaged 
area using a series of pulls, releasing tension 
between each stage and using the opportunity to 
check alignment. 
Body jig
 Unless damage is limited to cosmetic panels, all 
repair work to body members must be carried out on 
a body jig, to ensure that impact damage has not 
spread into more remote parts of the structure. 
Mounting on a jig will also ensure that the 
straightening and panel replacement procedures do 
not cause further distortion. 
If original dimensions cannot be satisfactorily 
restored by these methods, damaged structural 
members should be replaced. Damaged areas 
should be cut away using a high speed saw, NOT an 
oxy-acetylene torch.  
						

							GENERAL INFORMATION
03-33
As a rule, body dimensions are symmetrical about 
the centre line. A good initial check for distortion is 
therefore to measure diagonally and to investigate 
apparent differences in dimensions.
Inspection
Every accident produces individual variations in 
damage. Each repair is influenced by the extent of 
the damage and the facilities and equipment 
available for its rectification. 
Most accident damage can be visually inspected and 
the approximate extent of damage assessed. 
Sometimes deformation will extend beyond the 
directly damaged area, and the severity of this must 
be accurately established so that steps can be taken 
to restore critical body components to their original 
dimensions. An initial check can be carried out by 
means of drop checks or, preferably, trammels. 
Crash repair/alignment equipment is available which 
will accurately check for body twist.  
						

							GENERAL INFORMATION
03-34 
						

							GENERAL DATA
04-1
GENERAL DATA
Engine - Td6
General
Type 3.0 litre in-line direct injection diesel, 4 valves per cylinder, turbocharged 
and intercooled
Cylinder arrangement 6 in-line, No. 1 cylinder at front of engine
Bore 84.00 mm (3.307 in)
Stroke 88.00 mm (3.465 in)
Capacity 2924 cm
3 (178.4 in3)
Firing order 1 - 5 - 3 - 6 - 2 - 4
Compression ratio 19.0 : 1
Direction of rotation Clockwise viewed from the front of the engine
Maximum power 130 Kw (172 bhp) @ 4000 rev/min
Dimensions:
⇒ Length 778 mm (30.6 in)
⇒ Width 676.6 mm (26.6 in)
⇒ Height 800.3 mm (31.5 in)
Fuel injection system
Type Common rail, direct injection fed by Bosch high pressure delivery pump
Maximum governed speed 4750 rev/min
Idle speed 790 ± 50 rev/min
Glow plugs 6 – 1 per cylinder, positioned centrally in portion inlet side.
Turbocharger Garrett GT 2256V
Emissions standard EU3 - Class N1, Group 3
Valve timing
Inlet valves:
⇒ Opens 8° BTDC
⇒ Closes 28° ABDC
Exhaust valves:
⇒ Opens 36° BBDC
⇒ Closes 4° ATDC
Lubrication
Type Wet sump, pressure fed
Oil pump type Crankshaft driven, eccentric rotor
Pump outer rotor to body clearance
0.080 to 0.156 mm (0.0031 to 0.062 in)
Filter type Disposable canister with full flow by-pass
Relief valve opening pressure 4.2 bar (60.9 lbf.in
2)
Low oil pressure switch opening pressure 0.2 to 0.6 bar (3.0 to 8.8 lbf.in
2)
Minimum oil pressure at idle
Oil pressure at 3500 rev/min
Maximum regulated oil pressure 0.5 bar (7.0 lbf.in
2)
Not less than 3.0 bar (43.5 lbf.in2)
4.2 ± 0.5 bar (61 ± 7.0 lbf.in2)
Cylinder head
Type Aluminium alloy, gravity die casting
Port configuration Cross flow
Maximum warp 0.03 mm (0.001 in) 
						

							GENERAL DATA
04-2
Valves
Stem diameter - Inlet and exhaust:
Stem to guide clearance:
⇒ Inlet
⇒ Exhaust5.968 ± 0.0070 mm (0.235 ± 0.0003 in)
0.025 to 0.055 mm (0.001 to 0.002 in)
0.040 to 0.070 mm (0.0015 to 0.003 in)
Valve head stand down:
⇒ Inlet 
⇒ Exhaust0.73 ± 0.1 mm (0.029 ± 0.004 in)
0.56 ± 0.1 mm (0.022 ± 0.004 in)
Valve seat angle:
⇒ Inlet and exhaust 46°
Valve seat width:
⇒ Inlet and exhaust 1.45 ± 0.25 mm (0.114 ± 0.02 in)
Valve springs:
Type
Free length
Fitted lengthParallel, single coil
47.5 mm (1.87 in)
32.0 mm (1.26 in)
Cylinder head gasket: 
Type
Gasket selection:
⇒ 1 hole
⇒ 2 hole
⇒ 3 holeMulti-layer steel
Piston protrusion up to 0.92 mm (0.036 in)
Piston protrusion 0.93 to 1.03 mm (0.040 to 0.041 in)
Piston protrusion above 1.03 mm (0.041 in)
Camshafts:
Type
Drive
Radial run-out
End-float
Bearing clearanceClear chill hollow casting, negative cam radius
Simplex chain
0.05 mm (0.002 in)
0.15 to 0.33 mm (0.006 to 0.013 in)
0.047 to 0.088 mm (0.002 to 0.003 in)
Tappets Hydraulic lash adjusters with roller finger levers
Cylinder block
Type Cast iron with hollow beam structure
Cylinder bore diameter:
 Standard *
⇒ Service limit
Intermediate *:
⇒ Service limit
1st oversize *
⇒ Service limit
Cylinder bore ovality:
Standard*
⇒ Service limit
Cylinder bore taper:
Standard*
⇒ Service limit
Note: * Measurements to be taken at top, cen-
tre and bottom of cylinder bore at 90
° to crank-
shaft centre line.
84.000 to 84.018 mm (3.3071 to 3.3078 in)
84.040 mm (3.3087 in)
84.080 to 84.095 mm (3.3102 to 3.3109 in)
84.120 mm (3.3118 in)
84.250 to 84.267 mm (3.3169 to 3.3176 in)
84.290 mm (3.3185
0.1 mm (0.004 in)
0.04 mm (0.0016 in)
0.1 mm (0.004 in)
0.04 mm (0.0016 in) 
						

							GENERAL DATA
04-3
Crankshaft
Main bearing journal diameters:
Standard:
⇒ Yellow
⇒ Green
⇒ White
1st undersize:
⇒ Yellow
⇒ Green
⇒ White
2nd undersize:
⇒ Yellow
⇒ Green
⇒ White
Bearing radial play59.977 to 59.983 mm (2.3613 to 2.3615 in)
59.970 to 59.976 mm (2.3610 to 2.3613 in
59.964 to 59.970 mm (2.3608 to 2.3610 in)
0.25 mm (0.0098 in) - nominal
59.727 to 59.733 mm (2.3515 to 2.3517 in
59.720 to 59.726 mm (2.3512 to 2.3514 in)
59.714 to 59.720 mm (2.3509 to 2.3512 in)
0.50 (0.0196 in) - nominal
59.477 to 59.483 mm (2.3416 to 2.3418 in)
59.470 to 59.476 mm (2.3413 to 2.3416 in)
59.464 to 59.469 mm (2.3411 to 2.3413 in)
0.027 to 0.063 mm (0.0011 to 0.0025 in)
Big-end journal diameter 44.975 to 45.008 mm (1.7707 70 1.7720 in)
Maximum out of round - Main and big-end journals 0.02 mm (0.0008 in)
Crankshaft end float 0.08 to 0.163 mm (0.0031 - 0.0064 in)
Main bearings
Quantity
Type7 (6 main, 1 thrust)
Grooved in cylinder block, plain in main bearing caps
Big-end bearings
Type Plain in cylinder block, sputter in connecting rod caps
Pistons
Type Graphite compound skirt with combustion chamber in crown and oil 
cooling channel
Maximum clearance in cylinder bore –
(Measured at 12.0 mm (0.47 in) from bottom of skirt, 
at 90° to gudgeon pin)0.15 mm (0.006 in)
Diameter – (Measured 40.0 mm (1.5 in) from bottom 
of skirt, at 90° to gudgeon pin)
⇒ Standard
⇒ Intermediate
⇒ 1st oversize83.950 ± 0.009 mm (3.3051 ± 0.0004 in
84.030 ± 0.009 mm (3.3083 ± 0.0004 in)
84.200 ± 0.009 mm (3.3150 ± 0.0004 in)
Piston rings
Type:
⇒ Top compression ring
⇒ 2nd compression ring
⇒ Oil control ring2 compression, 1 oil control
Barrel edged, chrome plated
Taper faced
Bevelled ring with spring
New ring to groove clearance:
⇒ Top compression
⇒ 2nd compression
⇒ Oil control ringNot measured
0.050 to 0.090 mm (0.0026 to 0.0035 in)
0.030 to 0.070 mm (0.0012 to 0.0030 in)
New ring fitted gap – (Measured 30 mm (1.2 in) from 
top of cylinder bore)
⇒ Top compression
⇒ 2nd compression
⇒ Oil control ring0.20 to 0.35 mm (0.007 to 0.014 in)
0.30 to 0.45 mm (0.012 to 0.018 in)
0.20 to 0.40 in (0.007 to 0.016 in)
Gudgeon pins
Fit in connecting rod
LengthFully floating, retained by circlips
Press fit
68 mm (2.7 in)
Bush bore diameter 30.007 to 30.016 mm (1.201 to 1.202 in) 
						

							GENERAL DATA
04-4
Connecting rods
Type
Distance between centres
Parallel deviation
Parallel distortionForged H section, horizontally split big-end bearing cap
135 mm (5.32 in)
0.05 mm (0.002 in)
0.5 mm (0.02 in) 
						

							GENERAL DATA
04-5
Engine - V8
General
Cylinder arrangement 90° V8 - Cylinders numbered from front of engine - No. 1 cylinder on 
RH bank, No. 5 cylinder on LH bank
Bore 92.00 mm (3.622 in)
Stroke 82.70 mm (3.255 in)
Capacity 4398 cm
3 (268.31 in3)
Firing order 1 - 5 - 4 - 8 - 6 - 3 - 7 - 2
Compression ratio: 10:1
Direction of rotation Clockwise viewed from the front of the engine
Maximum power: 210 Kw (285 PS) @ 5400 rev/min
Maximum torque 440 Nm (324 lbf.ft) @ 3600 rev/min
Idle speed
Normal
A/C operational
A/C operational (with Load Balance operational).600
700
750
Spark plugs make/type:
⇒ Non NAS
⇒ NASNGK BKR 6EK
BOSCH F8 LDCR
Gap Non adjustable
Fuel grade:
⇒ Non NAS
⇒ NAS95 RON minimum unleaded
AKI Octane rating 90 - 92
Cylinder head
Cylinder head height: ⇒ New
Maximum warpage
 ⇒ Reface limit140.0 mm (5.5 in)
0.05 mm (0.0019in)
0.3 mm (0.012 in)
Valve guide internal diameter:
⇒ Standard
⇒ 1st oversize
⇒ 2nd oversize6.0 mm (0.236 in)
6.1 mm (0.240 in)
6.2 mm (0.244 in)
Valve seat angle - Inlet and exhaust 45°
Valve seat width: ⇒ Inlet
Valve seat width: ⇒ Exhaust1.25 ± 0.25 mm (0.05 ± 0.011 in)
1.65 ± 0.35 mm (0.061 ± 0.014 in)
Valve seat outside diameter:
⇒ Inlet
⇒ Exhaust34.5 mm (1.36 in)
30.0 mm (1.21 in)
Valve stem to guide clearance 0.5 mm (0.021 in)
Camshaft bearing journal width 21.90 mm +0.00 mm -0.06 mm (0.862 in +0.000 in -0.002 in)
Camshaft
Bearing journal width 22.10 mm +0.10 mm -0.00 mm (0.87 in +0.004 in -0.000 in)
Bearing radial play 0.040 to 0.074 mm (0.001 to 0.003 in)
Bearing end-float 0.20 to 0.36 mm (0.008 to 0.014 in)