engine oil JAGUAR XF 2009 1.G AJ133 5.0L Engine Manual

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-1
Engine Management System

Table of Contents

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Control Module . . . . . . . . . . . . . . . . . . . . . . 8
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Crankshaft Position Sensor . . . . . . . . . . . . . . . . . . 11
Camshaft Position Sensor . . . . . . . . . . . . . . . . . . . 13
Engine Coolant Temperature Sensor . . . . . . . . . . 14
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Manifold Absolute Pressure Sensor . . . . . . . . . . . 16
Mass Air Flow Sensor . . . . . . . . . . . . . . . . . . . . . . 17
Temp. / Manifold Absolute Pressure Sensor . . . . 18
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . 19
Accelerator Pedal Position Sensor . . . . . . . . . . . . 21
Heated Oxygen Sensors . . . . . . . . . . . . . . . . . . . . 22
Ambient Air Temperature Sensor. . . . . . . . . . . . . 26
Ignition Coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Fuel Tank Canister Purge Valve . . . . . . . . . . . . . . 28
Viscous Fan Control (Land Rover only) . . . . . . . 29
Controller Area Network. . . . . . . . . . . . . . . . . . . . 30
On-Board Diagnostic Monitoring . . . . . . . . . . . . . 31
Crankcase Ventilation System . . . . . . . . . . . . . . . 32

3-2
04/14/2009 NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine
Technical Training
Overview

Engine Management System

OVERVIEW
The 5.0-Liter V8 normally aspirated (NA) and super-
charged (SC) engines are managed by the engine control
module (ECM), which controls the following:
• Engine fuel metering
• Ignition timing
• Camshaft timing
• Camshaft Profile Switching (CPS)
• Closed loop fuel metering
• Knock control
• Idle speed control
• Emission control
• On-Board Diagnostics (OBD)
• Interface with the immobilization system
• Speed control
The ECM controls the engine fuel metering by provid-
ing sequential fuel injection to all cylinders. Ignition is
controlled by a direct ignition system, provided by eight
coil-on-plug (COP) units. The ECM is able to detect and
correct for ignition knock on each cylinder and adjust the
ignition timing for each cylinder to achieve optimum
performance.
The ECM uses a torque-based strategy to generate the
torque required by driver demand and the other vehicle
control modules, using input from various sensors to cal-
culate the required torque. The ECM also interfaces with
other vehicle electronic control modules to obtain addi-
tional information (road speed from the ABS control
module, for example). The ECM processes these signals
and determines how much torque to generate, using vari-
ous actuators to supply air, fuel, and spark to the engine
(electronic throttle, injectors, coils, etc.).

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-3
Engine Management System

Overview

NA Component Location: Front of Engine
NP10V8089
THROTTLE BODY
MANIFOLD ABS
OLUTE PRESSURE S ENSOR
ENGINE
CONTROL MODULE
FUEL INJECTOR
IGNITION COIL
MASS AIR FLOW SENS OR
CAMS HAFT POS ITION
S ENS ORS
VARIABLE CAMS HAFT TIMING
S OLENOIDS
OIL LEVEL / TEMPERATURESENS OR CAMS
HAFT POS ITION
S ENS ORS
VARIABLE CAMSHAFT TIMING
S OLENOIDS MASS AIR FLOW
SENS OR

Technical Training
NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine 04/14/2009
3-5
Engine Management System

Overview

SC Component Location: Front of Engine
NP10V8091
THROTTLE BODY
MANIFOLD ABS
OLUTE PRESSURE S ENSOR
ENGINE
ENGINECONTROL MODULECONTROL MODULEENGINE
CONTROL MODULE
FUEL INJECTOR
IGNITION COIL
MASS AIR FLOW SENS OR
CAMS HAFT POS ITION
S ENS ORS
VARIABLE CAMS HAFT TIMING
S OLENOIDS
OIL LEVEL / TEMPERATURESENS OR CAMS
HAFT POS ITION
S ENS ORS
VARIABLE CAMSHAFT TIMING
S OLENOIDS MASS AIR FLOW
SENS OR

3-8
04/14/2009 NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine
Technical Training
Engine Control Module

Engine Management System

ENGINE CONTROL MODULE
The ECM is supplied with battery voltage from a 5A fuse and an ignition supply from the ECM relays through\
a 15A
fuse, both located in the CJB. A regulator located within the ECM supplies a 5V current to internal compone\
nts such
as the microprocessor unit. Other components or functions requiring full\
battery voltage are controlled by external
relays or internal switching modules.
The microprocessor within the ECM receives signals from different components and control modules and uses a pro-
gram within the ECM software to interpret the signal information and issue signals which relate t\
o how the engine
components and functions should be controlled. The ECM communicates with other control modules via bidirectional
Controller Area Network (CAN) communication interfaces.
The ECM uses the following inputs and outputs:
Inputs
• Camshaft position (CMP) sensor
• Crankshaft position (CKP) sensor
• Fuel rail high-pressure sensor
• Mass air flow (MAF) sensors (2)
• Knock sensors (4)
• Engine coolant temperature (ECT) sensor
• Manifold absolute pressure (MAP) sensor
• Electronic throttle position sensor
• Accelerator pedal position (APP) sensor
• Cooling fan speed
• Upstream Universal Heated Exhaust Gas Oxygen (UHEGO) sensors (2)
• Brake switch
• Speed control cancel/suspend switch
• Intake air temperature (IAT) sensor (integrated into the MAF) (2)
• Ambient air temperature (AAT) sensor
• Engine oil level and temperature sensor
• Temperature and manifold absolute pressure (TMAP) sensor (SC only)
Outputs

• Throttle Actuator
• Coil-on-plug (COP) ignition coils (8)
• Upstream Universal Heated Exhaust Gas Oxygen (UHEGO) sensors (2)
• Downstream Heated Oxygen Sensors (HO2S) (2)
• Direct injection fuel injectors (8)
• Variable camshaft timing (VCT) solenoids (4)
• Camshaft profile switching (CPS) solenoids (2)
• Intake manifold tuning solenoid
• Carbon canister purge valve
• Fuel pump relay
• Starter relay
• A/C condenser fan relay
• ECM main relay viscous fan control
• Generator control
• Air flap solenoid (SC only)
• Pump control diagnostics
• Diagnostic Monitoring of Tank Leakage (DMTL)

3-10
04/14/2009 NP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine
Technical Training
Relays

Engine Management System

RELAYS
Main Relay
The main Engine Management System (EMS) relay is
not a main power input; it is used to initiate the power-up
and power-down routines within the ECM.
This input comes from the engine junction box (EJB).
When the ignition is turned on 12V is applied to the igni-
tion sense input. The ECM then starts its power-up rou-
tines and turns on the ECM main relay, the main power
to the ECM and its associated system components.
When the ignition is turned OFF, the ECM will maintain
its powered-up state for several seconds (or up to 20
minutes in extreme cases when cooling fans are
required) while it initiates its power-down routine and,
on completion, will turn off the ECM main relay.
The main relay is located in the EJB. The operation of
the main relay is controlled by the ECM, which provides
a ground path for the main relay coil, energizing the
relay and closing the relay contacts.
The main relay supplies battery voltage to the following
engine sensors and actuators:
• Throttle position (TP) sensor (through ECM)
• Fuel injectors
• Ignition coils
• Coil capacitor
• CPS solenoids
• All heated oxygen sensors
• Evaporative emission (EVAP) canister purge valve
• Diagnostic Monitoring of Tank Leakage (DMTL)
Failure Modes
• Relay drive open circuit
• Short circuit to battery voltage or ground
• Component failure
Failure Symptoms
• Engine will not start
Starter Relay
The starter motor relay is located in the EJB. Operation
of the starter motor relay is controlled by the ECM,
which provides a ground path for the relay coil, energiz-
ing the relay and closing the relay contacts. When the
relay contacts are closed, battery voltage is supplied,
through the starter motor relay, to the starter module
solenoid coil.
The starter solenoid is energized and connects the starter
motor with a direct battery feed to operate the starter
motor.
Once the engine has started, the ECM removes the
starter motor relay ground, opening the relay contacts
and terminating the battery feed to the starter solenoid,
which in turn stops the operation of the starter motor.
NOTE:
Diagnose using Jaguar Land Rover approved
diagnostic equipment.

Technical TrainingNP10-V8JLR: AJ133 5.0-Liter DFI V8 Engine04/14/20093-27
Engine Management SystemIgnition Coils
IGNITION COILS
The ignition coil operates according to the laws of induc-
tion. The unit consists of two magnetically-coupled cop-
per coils (primary and secondary windings).The coil has
a 3-pin connector and incorporates an internal switching
module.
Energy is stored in the primary winding’s magnetic field
by allowing a current to flow through the primary circuit
switched by the switching module.
At the firing point the current flow is interrupted by the
ECM, which induces secondary voltage in the coil’s sec-
ondary winding.
The secondary circuit has a diode on the ground side in
order to reduce any undesired switch-on voltage, which
could lead to misfiring into the intake manifold to an
uncritical value.
The switching module will limit the primary current to a
maximum value. It also limits the maximum primary
voltage by voltage clamping. This protects the switching
module and (along with other parameters) determines
the maximum possible secondary voltage. Safety Precautions
WARNING:
• Ignition coils generate high voltages that can cause personal injury. Appropriate
safety instructions on handling high volt-
ages must be observed.
CAUTIONS:
• The spark plugs fitted are critical to the performance of the ignition and misfire
detection systems. No attempt should be
made to ‘clean’ or ‘gap’ these spark plugs.
They are very reliable and unlikely to cause
problems. If a faulty spark plug is sus-
pected, try substituting it before condemn-
ing it. It is essential that only factory-
approved spark plugs be used in service.
DO NOT attempt to use ‘equivalent’ spark
plugs, even if they are of a similar design.
Use of unapproved spark plugs will cause
the misfire detection system to malfunction
and erroneously store misfire faults.
• To avoid damage to the insulator, always use the correct specified spark plugs and correct
plug removal/refit plug socket.
NOTE: A single capacitor is used in the engine harness to
suppress interference from the ignition coil power supply.
Radio Frequency Interference Suppressor
The radio frequency interference (RFI) suppressor is
mounted on the harness carrier bracket on at the upper
rear of the engine.
NP10V8109
NP10V8110

3-3204/14/2009NP10-V8JLR: AJ133 5.0-Liter DFI V8 EngineTechnical Training
Crankcase Ventilation System Engine Management System
CRANKCASE VENTILATION SYSTEM
During a normal compression stroke, small amounts of
gases in the combustion chamber escape past the piston.
Approximately 70% of these gases are unburned fuel
(Hydrocarbons).
The purpose of a Positive Crankcase Ventilation (PCV)
system is to prevent crankcase pressure build-up, protect
engine seals, and remove harmful gases from the crank-
case and combine them with the engine’s normal incom-
ing air/fuel charge. The crankcase is ventilated through part-load and full-
load breathers and oil separators, which consist of a vari-
able geometry oil separator, pressure control valves, and
oil drain valve. This sophisticated system reduces oil
pullover by over half.
The integrated twin PCV valves prevent the hose from
icing and improve driveability in cold climates. The full
load breather hose purges the crankcase and reduces
condensation when the engine is cold.
NA Crankcase Ventilation System
TWIN
POS ITIVE CRANKCAS E VENTILATION VALVES
PART LOAD BREATHER TUBE FULL LOAD BREATHER TUBE
NP10V8112