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Land Rover Defender 1999 2002my Workshop Supplement Body Repair 3rd Edition Rover Manual

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    							18ENGINE MANAGEMENT SYSTEM
    28
    DESCRIPTION AND OPERATION OPERATION
    Engine Management
    The ECM controls the operation of the engine using stored information within its memory. This guarantees
    optimum performance from the engine in terms of torque delivery, fuel consumption and exhaust emissions in all
    operating conditions, while still giving optimum driveability.
    The ECM will receive information from its sensors under all operating conditions, especially during:
    Cold starting.
    Hot starting.
    Idle.
    Wide open throttle.
    Acceleration.
    Adaptive strategy.
    Backup strategy for sensor failures.
    The ECM receives information from various sensors to determine the current operating state of the engine. The
    ECM then refers this information to stored values in its memory and makes any necessary changes to optimise
    air/fuel mixture and fuel injection timing. The ECM controls the air/fuel mixture and fuel injection timing via the
    Electronic Unit Injectors (EUI), by the length of time the EUI’s are to inject fuel into the cylinder. This is a rolling
    process and is called adaptive strategy. By using this adaptive strategy the ECM is able to control the engine to
    give optimum driveability under all operating conditions.
    During cold start conditions the ECM uses ECT information to allow more fuel to be injected into the cylinders.
    This, combined with the glow plug timing strategy supplied by the ECM, facilitates good cold starting.
    During hot start conditions, the ECM uses ECT and FT information to implement the optimum fuelling strategy to
    facilitate good hot starting.
    During idle and wide open throttle conditions, the ECM uses mapped information within its memory to respond to
    input information from the TP sensor to implement the optimum fuelling strategy to facilitate idle and wide open
    throttle.
    To achieve an adaptive strategy for acceleration, the ECM uses input information from the CKP sensor, the TP
    sensor, the ECT sensor, the MAP/IAT sensor, and the FT sensor. This is compared to mapped information within
    its memory to implement the optimum fuelling strategy to facilitate acceleration.
    Fuel Delivery / Injection Control
    The fuel delivery/injection control delivers a precise amount of finely atomised fuel to mix with the air in the
    combustion chamber to create a controlled explosion. To precisely control fuel delivery and control fuel injection,
    the following input conditions must be met:
    CKP information.
    Injection timing map information.
    FT information.
    ECT information.
    The ECM monitors the conditions required for optimum combustion of fuel in the cylinder from the various sensors
    around the engine and then compares it against stored information. From this calculation, the ECM can adjust the
    quantity and timing of the fuel being delivered into the cylinder. The ECM uses CKP information as follows:
    To calculate engine speed.
    To determine engine crankshaft position.
    Engine speed and crankshaft position allows the ECM to determine fuel injection timing.
    The ECM also uses ECT and FT information to allow optimum fuel delivery and injection control for all engine
    coolant and fuel temperatures. 
    						
    							ENGINE MANAGEMENT SYSTEM
    1
    REPAIR ENGINE CONTROL MODULE (ECM)
    Service repair no - 18.30.03
    Remove
    1.Release fixings and remove battery cover.
    2.Disconnect battery negative lead.
    3.Remove RH seat cushion, release clip and
    remove ECM access panel.
    4.Remove 3 bolts, release ECM and disconnect 2
    multiplugs. Remove ECM.
    Refit
    5.Position new ECM and connect multiplugs.
    6.Fit ECM and tighten bolts.
    7.Fit access panel and RH seat cushion.
    8.Reconnect battery negative lead.
    9.Fit battery cover and secure with fixings.SENSOR - ENGINE COOLANT TEMPERATURE
    (ECT)
    Service repair no - 18.30.10
    Remove
    1.Disconnect battery negative lead.
    2.Remove spring clip and disconnect ECT sensor
    multiplug.
    3.Position cloth around ECT sensor to absorb
    coolant spillage.
    4.Remove ECT sensor.
    5.Remove sealing washer and discard.
    Refit
    6.Clean sealing washer, sensor threads and
    sensor location.
    7.Coat sensor threads with Loctite 577 and fit new
    sealing washer.
    8.Fit ECT sensor and tighten to20 Nm (14 lbf.ft).
    9.Fit spring clip to multiplug and connect multiplug
    to ECT sensor.
    10.Top up cooling system.
    11.Run engine to normal operating temperature.
    Check for leaks around ECT sensor.
    12.Reconnect battery negative lead. 
    						
    							18ENGINE MANAGEMENT SYSTEM
    2
    REPAIR SENSOR - CRANKSHAFT SPEED AND POSITION
    (CKP)
    Service repair no - 18.30.12
    Remove
    1.Disconnect CKP sensor multiplug.
    2.Remove bolt, remove CKP sensor from gearbox
    housing and discard’O’ring.
    3.If fitted, collect spacer.
    Refit
    4.Clean gearbox housing and CKP sensor.
    5.If fitted, refit spacer.
    6.Fit new’O’ring, position CKP sensor to gearbox
    housing and tighten bolt to10 Nm (7 lbf.ft).
    7.Connect sensor multiplug. 
    						
    							19 - FUEL SYSTEM
    CONTENTS
    Page
    DESCRIPTION AND OPERATION
    COMPONENT LOCATION 1...................................................................................
    DESCRIPTION 2.....................................................................................................
    FUEL PUMP AND FUEL GAUGE SENDER 3........................................................
    FUEL PRESSURE REGULATOR 5........................................................................
    INJECTORS 7.........................................................................................................
    FUEL FILTER 9.......................................................................................................
    WATER SENSOR 10..............................................................................................
    OPERATION 11......................................................................................................
    ADJUSTMENT
    HEATER PLUG TEST 1..........................................................................................
    FUEL SYSTEM - BLEED 1.....................................................................................
    FUEL TANK - DRAIN 2...........................................................................................
    REPAIR
    ELEMENT - AIR FILTER 1......................................................................................
    SENSOR - FUEL TEMPERATURE 1......................................................................
    SWITCH - INERTIA - FUEL CUT OFF 2.................................................................
    SENSOR - MASS AIR FLOW (MAF) 2....................................................................
    SENSOR - COMBINED MAP AND IAT 3................................................................
    SENSOR - AMBIENT AIR PRESSURE (AAP) 3.....................................................
    ELEMENT - FUEL FILTER 4...................................................................................
    COOLER - FUEL 4..................................................................................................
    TURBOCHARGER 5...............................................................................................
    FILTER ASSEMBLY - AIR 6...................................................................................
    INJECTOR - SET 7.................................................................................................
    HEATER PLUGS - SET 9.......................................................................................
    INTERCOOLER 9...................................................................................................
    POTENTIOMETER - THROTTLE 10......................................................................
    PUMP - FUEL 10.....................................................................................................
    REGULATOR - FUEL PRESSURE 11....................................................................
    FUEL TANK 12.......................................................................................................
    NECK - FUEL TANK FILLER 14............................................................................. 
    						
    							FUEL SYSTEM
    1
    DESCRIPTION AND OPERATION COMPONENT LOCATION
    1.HP stage
    2.LP stage
    3.Filters
    4.Jet pump
    5.Fuel pump and fuel gauge sender unit
    6.LP return connection
    7.LP feed connection8.HP feed connection
    9.Air bleed connection
    10.Fuel filter
    11.Water sensor
    12.Fuel cooler
    13.Fuel pressure regulator
    14.Electronic Unit Injectors 
    						
    							19FUEL SYSTEM
    2
    DESCRIPTION AND OPERATION DESCRIPTION
    General
    The fuel delivery system comprises a fuel tank, fuel pump, fuel pressure regulator, five injectors and a fuel filter.
    The system is controlled by the ECM, which energises the fuel pump relay and controls the operation and timing
    of each injector solenoid.
    Unlike other Diesel engines, the Td5 has no injection pump. The diesel direct injection system receives fuel at
    pressure from a two stage fuel pump located in the fuel tank. The system incorporates a fuel return to the fuel
    pump, via a fuel cooler attached to the inlet manifold, and a fuel filter. A fuel pressure regulator is located in a
    housing on the rear of the cylinder head. The regulator maintains the fuel delivered to the injectors at a constant
    pressure and returns excess fuel back to the fuel filter and pump via the fuel cooler.
    A fuel filter is positioned on the chassis longitudinal, below the RH rear wheel arch. The fuel feed and return to and
    from the engine passes through the filter. The filter also incorporates a water sensor, which illuminates a warning
    lamp in the instrument pack.
    A moulded fuel tank is located at the rear underside of the vehicle between the chassis longitudinals. The tank
    provides the attachment for the fuel pump and the fuel gauge sender unit, which is located inside the tank.
    Fuel Tank and Breather
    The fuel tank and breather system is a major part of the fuel delivery system. The fuel tank and breathers are
    located at the rear of the vehicle between the chassis longitudinals.
    Fuel Tank
    The moulded fuel tank is made from High Molecular Weight (HMW) High Density Polyethylene (HDPE), and is
    manufactured using a proportion of recycled plastic.
    The tank is held in position by a metal cradle which is secured to the chassis cross members by four bolts, two
    holding the front of the cradle in position, two holding the rear. The fuel tank has a useable capacity of 75 litres
    (16.5 gallons).
    An aperture in the top surface of the tank allows for the fitment of the fuel pump and fuel gauge sender unit, which
    is retained with a locking ring. A reflective metallic covering is attached to the tank with three scrivets to shield the
    tank from heat generated by the exhaust system.
    Fuel Tank Breather System
    The fuel tank filler tube incorporates a tank vent which allows air and fuel vapour displaced from the tank when
    filling to vent to atmosphere via the filler neck.
    A breather spout within the tank controls the tank’Full’height. When fuel covers the spout it prevents fuel vapour
    and air from escaping from the tank. This causes the fuel to’back-up’in the filler tube and shuts off the filler gun.
    The position of the spout ensures that when the filler gun shuts off, a vapour space of approximately 10% of the
    tanks total capacity remains. The vapour space ensures that the Roll Over Value (ROV) is always above the fuel
    level and vapour can escape and allow the tank to breathe.
    The ROV is welded to the top surface of the tank. It is connected by a tube to the filler tube, which in turn is
    connected to the atmospheric vent pipe. The ROV allows fuel vapour to pass through it during normal vehicle
    operation. In the event of the vehicle being overturned the valve shuts off, sealing the tank and preventing fuel
    from spilling from the atmospheric vent pipe. 
    						
    							FUEL SYSTEM
    3
    DESCRIPTION AND OPERATION FUEL PUMP AND FUEL GAUGE SENDER
    1.Fuel burning heater feed pipe (not used)
    2.Air bleed connection (natural)
    3.HP feed connection (green)
    4.LP feed connection (blue)
    5.LP return connection (black)
    6.Pump feed pipe.
    7.Spring
    8.Fuel gauge sender unit9.Swirl pot
    10.Gauze filter
    11.Fuel gauge sender float
    12.Electrical connections
    13.HP/LP two stage pump
    14.Pump LP return pipe
    15.Electrical connector
    The fuel pump is a self priming, wet type, two stage pump, which is emersed in fuel in the tank. It operates at all
    times when the ignition switch is in position’II’. If the engine is not started, the ECM will’time-out’after three
    minutes and de-energise the fuel pump relay.
    The fuel pump assembly is retained with a locking ring and sealed with a rubber seal. The locking ring requires a
    special tool for removal and refitment. The fuel gauge sender is integral with the fuel pump. The sender is
    submerged in the fuel and is operated by a float which moves with the fuel level in the tank. 
    						
    							19FUEL SYSTEM
    4
    DESCRIPTION AND OPERATION Fuel Pump
    The fuel pump assembly comprises a top cover which locates the electrical connector, and four fuel pipe
    couplings. The top cover is attached to a plastic cup shaped housing and retained on three sliding clips. Two coil
    springs are located between the cover and the housing and ensure that the fuel pump remains seated positively at
    the bottom of the tank when installed.
    The housing locates the two stage fuel pump and also the fuel gauge sender unit. The lower part of the housing is
    the swirl pot which maintains a constant level of fuel at the fuel pick-up. A coarse filter is located in the base of the
    housing and prevents the ingress of contaminants into the pump and the fuel system from the fuel being drawn
    into the pump. A fine filter is located in the intake to the low pressure stage to protect the pump from
    contaminants. Flexible pipes connect the couplings on the top cover to the pump.
    A non-return valve is located in the base of the housing. When the fuel tank is full, fuel pressure keeps the valve
    lifted from its seat, allowing fuel to flow into the swirl pot. As the tank level reduces, the fuel pressure in the tank
    reduces causing the valve to close. When the valve is closed, fuel is retained in the swirl pot, ensuring that the
    swirl pot remains full and maintains a constant supply to the fuel pump.
    The two stage pump comprises a high and low pressure stage. The low pressure stage draws fuel from the swirl
    pot through a filter. The low pressure stage pumps fluid at a pressure of 0.75 bar (10.9 lbf.in) and a flow of 30
    litres/hour (8 US Gallons/hour) to the fuel filter. A proportion of the fuel from the low pressure stage also passes,
    via a restrictor, through a jet pump which keeps fuel circulating in the swirl pot. The high pressure stage draws the
    low pressure fuel from the fuel filter and pressurises it to a pressure of 4.0 bar (58 lbf.in). The pressurised fuel is
    then passed from the pump to the injectors at a flow of 180 litres/hour (47.6 US Gallons/hour). A fuel pressure
    regulator is located at the rear of the engine and ensures that the delivery pressure remains at 4.0 bar (58 lbf.in)
    by controlling the amount of fuel returning to the fuel tank.
    The fuel pump has a maximum current draw of 15 Amps at 12 Volts and is supplied a feed (C0114-1) from the fuel
    pump relay (C0730-2) on a white/purple wire.
    Fuel Gauge Sender
    The fuel gauge sender unit comprises a rotary potentiometer operated by a float. The float rises and falls with the
    fuel level in the tank and moves the potentiometer accordingly.
    A feed is supplied to the fuel gauge sender (C0114-1) by the fuel pump relay (C0730-2) on a purple/white then
    white/purple wire. The sender is earthed (C0114-3) on a slate/black wire via header 287. The output voltage
    (C0114-2) from the sender to the instrument pack (C1061-3) varies in relation to the fuel level. This output voltage
    is connected to the fuel gauge C1054-2). The fuel gauge receives a battery voltage input (C1054-3) on a
    white/green wire. This is compared with the output voltage from the potentiometer. The difference between the two
    voltages determines the deflection of the fuel gauge pointer. 
    						
    							FUEL SYSTEM
    5
    DESCRIPTION AND OPERATION FUEL PRESSURE REGULATOR
    NOTE: Non EU3 Model illustrated.
    1.Gasket
    2.Housing
    3.Bolt
    4.Fuel feed union and pipe
    5.Fuel return union and hose
    6.Fuel temperature sensor
    7.Bonded seal8.’O’ring
    9.Circlip
    10.Fuel pressure regulator
    11.’O’ring
    12.’O’ring
    13.Gauze filter
    The fuel pressure regulator is located in a cast alloy housing which is attached to the rear right hand corner of the
    cylinder head with three flanged bolts and sealed with a metal gasket. Two ports in the housing connect with ports
    in the cylinder head for fuel pressure feed and return. A gauze filter is located in the pressure feed port in the
    cylinder head, and filters the fuel before it reaches the injectors. The filter is a fit for life item but can be changed if
    required. An’O’ring is located in a recess in the cylinder head and provides additional sealing for the pressure
    feed port between the gauze filter, the cylinder head, and the housing.
    A union and pipe is attached to the feed port in the housing and connects with a quick release coupling to the fuel
    pressure feed pipe from the fuel pump. A second union and hose is located in the return port and provides the fuel
    return connection to the fuel cooler. A third port provides location for the fuel temperature sensor, which is sealed
    to the housing with a bonded seal. The fuel temperature sensor is used by the ECM for engine management. 
    						
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