sensor JAGUAR XF 2009 1.G AJ133 5.0L Engine Manual

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

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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.).

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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)

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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.

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

Crankshaft Position Sensor

CRANKSHAFT POSITION SENSOR
The crankshaft position (CKP) sensor is located on the
forward side of the transmission torque converter hous-
ing, in line with the engine flexplate.
The sensor is secured with a single bolt into the flywheel
housing. A reluctor ring is fitted to the outer diameter of
the crankshaft flexplate; the sensor reacts to the gaps in
the reluctor ring to determine engine speed and position
information.
The CKP sensor is an inductive-type sensor which pro-
duces a sinusoidal output voltage signal. This voltage is
induced by the proximity of the moving reluctor ring
gaps, which excite the magnetic flux around the tip of
the sensor when each gap passes.
The output voltage increases in magnitude and fre-
quency with the engine speed and, consequently, with
the speed at which the reluctor ring gaps pass the sensor.
NOTE:
The output is also dependent on the air gap
between the sensor and the teeth (the larger the gap, the
weaker the signal, the lower the output voltage).
DIRECTION OF ROTATION
FLEXPLATE
RELUCTOR
VOLTAGE OUTPUT S IGNAL
NP10V8094

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Crankshaft Position Sensor

Engine Management System

The reluctor is manufactured to have a ‘tooth’ pattern
based on 60 – 2 pattern, where there are 58 teeth in total
at 6° intervals. The two teeth are removed to provide a
hardware reference mark, with a centerline that is 21°
BTDC on cylinder 1, RH bank. The signal voltage can be as low as 0.1V at low engine
speeds and up to 100V at high engine speeds. The ECM
does not react to the output voltage (unless the voltage is
extremely low or high); instead it measures the time
intervals between each pulse (signal frequency).
Safety Precautions CAUTIONS:
• Before installing the CKP sensor, check that no ferrous material has been attracted to
the device by its internal magnet.
• Ensure that the air gap is correct.
• Due to the location and orientation of the sensor, ensure that it is not damaged during
engine installation or by any debris that
may be picked up from the road. Failure Modes
• Sensor assembly loose
• Incorrect air gap – Nominal air gap 1.5mm (This is normally pre-set unless there is damage to the
mounting)
• Short/open circuit
• Mounting and integrity of the sensor
• Water/coolant ingress within connector
• Inability of the ECM to detect the software reference point
• Ferrous contamination of CKP sensor pin/reluctor
Failure Symptoms
• Engine will start picking up a signal from the CMP sensors (long crank time)
• Default 3000rpm (limp home mode)
REFERENCE EDGE
S
ENS OR OUTPUT
ECM INTERNAL
COMPARATOR OUTPUT 0V
MISSING TEETH
NP10V8095

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

Camshaft Position Sensor

CAMSHAFT POSITION SENSOR
The camshaft position (CMP) sensors are magneto-
resistive element (MRE) sensors, which have digital out-
put with zero speed recognition. They show a high signal
if the camshaft position target is directly in front of the
sensor, and low if the camshaft position target is not in
front of the sensor.
There are four common sensors, one per camshaft.
Failure Modes
• Sensor open circuit
• Short circuit to vehicle battery supply or ground
• Mechanical fitting and integrity of the sensor
• Camshaft wheel tolerances/camshaft end float excessive
• Camshaft and crankshaft misalignment/valve timing error
• Camshaft wheel magnetized/residual magnetism
• Speed signal correlation with crankshaft sensor input
• Incorrect air gap between camshaft and sensor
NOTE:
If both the CKP sensor and the CMP sensor fail,
the engine will stall or not start.
Failure Symptoms
• Ignition timing reverting to the base mapping, with no cylinder correction
• VCT is disabled
NP10V8096
NP10V8097
NP10V8098
43.40°43.40°43.40° 91.60°
91.60°
133.40°133.40°
91.60°
133.40°
91.60°
91.60°91.60°

Specification
Function

Pin 1 Supply
Pin 2 Ground
Pin 3 Signal
Operating voltage 4.5 to 7 V
Maximum supply current 22 mA

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Engine Coolant Temperature Sensor

Engine Management System

ENGINE COOLANT TEMPERATURE SENSOR
The engine coolant temperature (ECT) sensor is a nega-
tive temperature coefficient (NTC) thermistor, used to
monitor engine coolant temperature.
The ECT sensor is vital to the correct running of the
engine, as a richer mixture is required at lower block
temperatures for good quality starts and smooth running,
leaning off as the temperature rises to maintain emis-
sions and performance.
The sensor has a twist-lock design with a latch mecha-
nism, and is located at the rear of the engine in the water
crossover pipe, between the two heads.
Failure Modes
• Uses engine-off time and MAF for calculation
Failure Symptoms
• Poor cold and hot start
• Poor driveability
• Cooling fans on permanently
Sensor Resistance vs. Coolant Temperature
NOTE:
If the ECT sensor fails, the ECM uses a default
value. The electric fan control module is sent a default
coolant temperature value and switches the cooling
fan(s) on permanently.
The voltages shown represent the signal processed by
the ECM. When a defective coolant sensor is detected,
the coolant value defaults to 40°C (104°F) and remains
fixed until the ECM is powered down.
NP10V8099

Specification
Function
Supply voltage 5V ± 0.1V
Operating temperature range -30°C to 125°C
(-22°F – 257°F)
Pin 1 Sensor output signal
Pin 2 Sensor ground

Coolant Temperature
Approx. Resistance
-20°C (-4°F) 15.04 +0.90/-0.83 kOhms 20°C (68°F) 2.45 +0.10/-0.09 kOhms
80°C (176°F) 0.318 ±0.007 k Ohms
110°C (230°F) 0.1471 ±0.0018 k Ohms

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Engine Management System

Knock Sensors

KNOCK SENSORS
The ECM uses active knock control, which serves to
prevent engine damaging pre-ignition or detonation
under all operating conditions, enabling the engine to
operate without additional safety margins.
The ECM uses 4 piezo-ceramic knock sensors to determine
the point at which a cylinder is pre-detonating. Two sensors
are mounted on the intake side of each cylinder head.
Each sensor monitors engine knock by converting the
engine block noise into a suitable electrical signal, which
is then transmitted back to the ECM via a twisted-pair
cable. The signal is processed within the ECM to iden-
tify the data that characterizes knocking.
This information is compared to known signal profiles to
determine whether pre-ignition is present. If so, the
closed loop control system retards the ignition on that
cylinder for a number of cycles, after which it gradually
moves back towards its original setting.
Safety Precautions CAUTION: Terminals in sensor and connec-
tor are gold plated for corrosion/temperature
resistance. Do not probe connections.
NOTE:
Accurate orientation of the knock sensors on the
cylinder block is required to ensure correct connection to
the vehicle wiring harness.
Failure Modes
• Sensor open circuit
• Short circuit to vehicle ground or battery voltage
• Faulty component or incorrectly torqued / coming loose
• Noise on vehicle 12V supply could look like knock signal causing knock fault
• Min fault usually due to open circuit
• Max fault short circuit to battery voltage or extreme mechanical engine noise/piston slap
• ECM calculates the default value if one sensor fails on each bank of cylinders
Failure Symptoms
• Knock control is disabled and a default ‘safe ignition map’ is used
• Possible rough running and reduced engine perfor- mance
Failure Mode Behaviors
• The vehicle control system constantly checks open circuit of knock sensor. Therefore, the knock sensor
is connected to the power source via pull-up line of
the ECM.
• When short/open circuit occurs to the knock sensor signal circuit, the system detects it, sets failure flag,
and commences maximum retard control on spark
advance.
• As far as the behavior of knock sensor is concerned, however, the above-mentioned failure modes cannot
cause serious outcomes such as heat generation,
smoke emission and/or fire hazard.
NP10V8100

Specification
Function
Power Source N/A
Wiring Type Twisted Pair
Shunt Resistance 4.8M Ohms
Operating Range 3kHz – 22kHz
Mounting Torque 20Nm +/- 3.8Nm

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Manifold Absolute Pressure Sensor

Engine Management System

MANIFOLD ABSOLUTE PRESSURE SENSOR
The manifold absolute pressure (MAP) sensor provides
a voltage proportional to the absolute pressure in the
intake manifold. This signal allows the load on the
engine to be calculated and used within the internal cal-
culations of the ECM.
The MAP sensor is mounted on the top of the engine, at
the front behind the throttle body. The purpose of the
sensor is to measure the absolute pressure in the intake
manifold and provide information to the ECM, which
will determine the injection time.
The sensor is a semi-conductor type, which responds to
pressure acting on a membrane within the sensor, alter-
ing the output voltage.
The sensor receives a 5V reference voltage and a ground
from the ECM and returns a signal of between 0.5 – 4.5V
to the ECM. A low pressure returns a low voltage signal to
the ECM and a high pressure returns a high voltage.
The MAP sensor detects quick pressure changes in the
intake manifold after the electronic throttle. The signal is
used in conjunction with the MAF sensor signal to calcu-
late the injection period. The ECM monitors the engine
MAP sensor for faults and can store fault related codes.
Failure Modes
• Sensor open circuit
• Short circuit to battery voltage or ground
• Intake air restricted
• Default value of 1 bar (14.5 psi)
Failure Symptoms
• Rough running
• Difficult starting
• Poor driveability
NP10V8101

Specification
Function
Power Source 5V ±0.25V
Pin 1 Power
Pin 2 Ground
Pin 3 Output Signal
Operating Range 13.3 kPa – 250 kPa