Land Rover Range Rover Etm 1995 4th Edition Rover Manual

							INTRODUCTIONi
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							INTRODUCTIONi
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							INTRODUCTIONi
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							INTRODUCTIONi
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							INTRODUCTIONi
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							INTRODUCTIONi
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							MULTIPORT FUEL INJECTION (MFI±V8)A1
CIRCUIT OPERATION1
CIRCUIT OPERATION
Sensors
Engine Fuel Temperature Sensor (X128)
This is a resistive sensor, located on the fuel rail and
measuring the temperature of the rail rather than the
fuel. The signal is used to increase the injection
pulse times when undergoing hot restarts. When the
fuel is hot, vaporisation occurs in the rail and a
ªbubbleº could form within the injectors. Increasing
the pulse times flushes the ªbubblesº away and cools
the fuel rail with fuel from the tank.
Knock Sensors (X309, X310)
The knock sensor is a ªPiezo±electric
accelerometer,º i.e. it produces an output voltage
proportional to mechanical vibration produced by the
engine. The Engine Control Module (ECM) (Z132)
receives the signal, filters out any noise and
calculates if the engine is knocking. Due to the cam
and crank signals supplying information regarding
the position of the engine in its cycle, the ECM
(Z132) can work out exactly which cylinder is
knocking and retards the ignition on that particular
cylinder until the knock disappears. It then advances
the ignition again to find the optimum ignition point
for that cylinder for those conditions (i.e. fuel type,
air temperature etc.). The ECM (Z132) will be able to
adjust cylinder timing for knock simultaneously, so
that all eight cylinders could have different advance
angles at the same time.
Coolant Temperature Sensor (X126)
A temperature dependant resistive metal component
is the major constituent of this sensor, i.e. the
resistance of the metal strip varies quite
considerably with temperature. The coolant sensor
signal is vital to correct engine operation, as the
injected fuel quantity is dependant upon the engine
temperature, i.e. richer mixture at low temperatures.
Intake Air Temperature Sensor (X311)
This is a resistive sensor, i.e. the change in
resistance is related to change in air temperature.
The signal from the Intake Air Temperature Sensor
(X311) is used to retard the ignition timing if the air
temperature rises above 55
C.
Crankshaft Position Sensor (X250)
The Crankshaft Position Sensor (X250) is a very
important sensor, as the signal it produces tells the
ECM (Z132) that the engine is turning, how fast it is
turning and at which stage the engine is at in thecycle. The crank signal is the basis of the fuel
injection and coil firing times.
Camshaft Position Sensor (Z262)
This is a Hall Effect sensor producing one pulse for
every two revolutions. The Signal is used in two
areas: Injector timing corrections for fully sequential
fuelling and active knock control.
Camshaft operation is essential to continue normal
ignition, i.e. actuate the fuel injectors in the normal
sequential order, timing the injection correctly with
respect to top dead centre. In this way the sequential
fuelling will either be correct, or one engine
revolution out of synchronisation. 
						

							MULTIPORT FUEL INJECTION (MFI±V8)A1
CIRCUIT OPERATION2
Mass Air Flow Sensor (X105)
The sensing element of a Mass Air Flow Sensor
(X105) is a ªhot wire anomometerº consisting of one
heated wire. The air flows across the hot wire,
cooling the wire and thereby altering its resistance.
The ECM (Z132) measures this change in resistance
and so calculates the amount of air flowing into the
engine.
If the Mass Air Flow Sensor (X105) fails, the engine
will start and then die as the engine reaches 550 rpm
before the ECM (Z132) looks for the Mass Air Flow
Sensor (X105) signal.
Throttle Position Sensor (X171)
This sensor is a variable resistor. The signal informs
the ECM (Z132) of the actual position of the throttle
plate. Failure of the Throttle Position Sensor (X171)
will result in poor idle and lack of throttle response. If
the Throttle Position Sensor (X171) fails in the
ªclosedº mode, then the engine will only rev up to
1740 rpm when the ECM (Z132) will initiate ªover run
fuel cut±offº.
Heated Oxygen Sensors (X139, X160, X289, X290)
The heated oxygen sensor consists of a titanium
metal sensor surrounded by a gas±permeable
ceramic coating. Oxygen in the exhaust gas diffuses
through the ceramic coating on the sensor and
reacts with the titanium wire, altering the resistance
of that wire. From this change in resistance, the
ECM (Z132) can calculate the percentage of oxygen
in the exhaust gas and adjust the injected fuel
quantity that as to achieve the correct air/fuel ratio.
This reduces the emissions of Carbon Monoxide
(CO), Hydrocarbons (HC) and oxides of Nitrogen
(NOX) to acceptable levels.
Presently, two heated oxygen sensors are used, one
in each exhaust down pipe just before the catalyst.
In the event of sensor failure, the system will default
to ºopen loopº. Operation and fuelling will be
calculated using signals from the remaining ECM
inputs. The fault is indicated by illumination of the
malfunction indicator lamp (MIL). ECM diagnostics
also uses heated oxygen sensors to detect catalyst
damage, misfire and fuel system faults.
North American vehicles have two extra heated
oxygen sensors mounted one after each catalyst.
These are used to determine whether the catalysts
are operating efficiently.
Idle Air Control Valve (M112)
The Idle Air Control Valve (M112) controls the idle
speed of the engine by moving the plunger a set
distance, known as a step. Fully open is 200 steps
and fully closed is 0 steps. The motor moves each
step by sequentially changing the polarity to each of
the two coils. 
						

							MULTIPORT FUEL INJECTION (MFI±V8)A1
CIRCUIT OPERATION3
Ignition Coils (Z261)
The ignition system on the petrol engine consists of
a ªDISº format, a Direct Ignition System, comprising
of four double ended coils operating on the ªwasted
sparkº technique. The circuit to each coil is
completed via switching within the ECM (Z132),
allowing the coil to charge up and then fire. It
produces sparks in two cylinders simultaneously, one
cylinder on the compression stroke and one on the
exhaust stroke. Due to relatively easy ionisation of
the fuel/air mixture in the cylinder under
compression, the coil will dissipate more energy in
that cylinder than the other, so very little energy is
wasted in the system.
Failure of a coil will result in lack of sparks in two
cylinders (coil 1 feeds cylinders 1/6, coil 2 feeds
cylinders 5/8, coil 3 feeds cylinders 4/7 and coil 4
feeds cylinders 2/3). This results in a misfire.
Injector/Injectors
The fuel injection system used is a ªmulti±pointº
system (MPI) i.e. one injector for each cylinder
(compared to ªsingle pointº injection or throttle body
injection which uses one injector only). A fuel injector
consists of a small solenoid which is activated by the
ECM (Z132), allowing fuel to pass into the
combustion chamber. Due to the fuel pressure in the
rail and the shape of the injector orifice, the fuel
squirts into the cylinder in a fine spray to aid
combustion.
Relays
The engine management system uses four relays:
± Starter motor, ECM (Z132) power supply (main
relay), ignition and fuel pump, all located within the
fusebox.
Main Relay
This relay supplies the power feed to the ECM
(Z132) with a tap off to feed the fuel injectors and air
flow meter. This relay is controlled by the ECM
(Z132) itself, so that the ECM (Z132) remains
powered up after the ignition is removed and the
ECM (Z132) can record all temperature readings and
motorise the Idle Air Control Valve (M112) to the fully
open position. This is known as the ªECM (Z132)
power down routineº. Failure of this relay will cause
the ECM (Z132) to not be switched on, resulting in
absence of fuel and spark and therefore a failed
start.Ignition Relay
This relay is ignition key controlled and supplies a
feed to the coils, evaporative emission canister
purge valve and heated oxygen sensor. When the
ignition key is turned off, supply to the coils is cut
immediately.
Starter Motor Relay
This relay is also ignition key controlled and is
activated with the key in the ignition III position only.
Releasing the key after cranking cuts supply to the
relay and switches off the starter motor.
Fuel Pump Relay
This relay is fed from the ignition relay and controlled
by the ECM (Z132). It is pulled in on ignition II
position to prime the fuel system. If the key remains
in the ignition II position, then the relay falls out after
a few seconds, precisely when determined by the
ECM (Z132).
Engine Control Module (ECM) (Z132)
If the ECM (Z132) itself is not working, the entire
engine management system will cease to operate:
no fuel, sparks, tacho reading, etc. 
						

							MULTIPORT FUEL INJECTION (MFI±V8)A1
4CIRCUIT DIAGRAM
30
F 37
20 AP125a
Engine Com-
partment Fuse
Box
[13] A/C Con-
denser
Fan 1
Relay
[14] A/C Con-
denser
Fan 2
Relay
[18] A/C Con-
trol Relay
[19] Engine
Main Con-
trol Relay
RL19
[19]
Not used
Shorting Link 6 2
5
13
RL18
[18]
3
15
4
RL14
[14]
4 C176
Not used 235C508
15
F 26
20 A
8 C508
RL13
[13]
4
Not used
See Fuse Details S504
Z132
Engine Control
Module (ECM)
E529
See Ground Dis-
tribution S505
S506
17 7 C509
3 C505 8 C509
5 C50916 910
B
A
A1-6 UR NO W
W
BB B NOP
2
S501