engine oil LAND ROVER DISCOVERY 2002 Workshop Manual

ENGINE MANAGEMENT SYSTEM - V8
18-2-76 REPAIRS
Sensor - camshaft position (CMP)
$% 18.30.24
Remove
1.Release fixings and remove battery cover.
2.Disconnect battery earth lead.
3.Raise front of vehicle.
WARNING: Do not work on or under a
vehicle supported only by a jack. Always
support the vehicle on safety stands.
4.Release fixings and remove underbelly panel.
5.Remove engine oil filter.

+ ENGINE - V8, REPAIRS, Filter - oil.
6.Disconnect engine harness from CMP sensor
and release CMP sensor multiplug from
bracket.
7.Remove bolt from clamp securing CMP sensor
to timing gear cover.
8.Remove clamp and CMP sensor. Discard 'O'
ring from CMP sensor.
Refit
1.Ensure CMP sensor is clean, fit new 'O' ring
and sensor to cover.
2.Fit clamp to CMP sensor and tighten bolt to 8
Nm (6 lbf.ft).
3.Fit sensor multiplug to bracket and connect
engine harness to multiplug.
4.Fit engine oil filter.

+ ENGINE - V8, REPAIRS, Filter - oil.
5.Fit underbelly panel and secure with fixings.
6.Lower vehicle and connect battery earth lead.
7.Fit battery cover and secure with fixings.
Knock sensor (KS)
$% 18.30.28
Remove
1.Release fixings and remove battery cover.
2.Disconnect battery earth lead.
3.Raise front of vehicle.
WARNING: Do not work on or under a
vehicle supported only by a jack. Always
support the vehicle on safety stands.
4.Remove fixings securing underbelly panel and
remove panel.
5.Disconnect multiplug from KS.
6.Remove nut securing KS to cylinder block and
remove KS.
Refit
1.Clean mating faces of KS and cylinder block.
2.Fit KS to cylinder block and tighten nut to 22
Nm (16 lbf.ft).
3.Connect multiplug to KS.
4.Fit underbelly panel and secure with fixings.
5.Remove stand(s) and lower vehicle.
6.Connect battery earth lead.
7.Fit battery cover and secure the fixings.

ENGINE MANAGEMENT SYSTEM - V8
REPAIRS 18-2-83
Injectors
$% 19.60.12
Remove
1.Remove upper manifold.

+ MANIFOLDS AND EXHAUST
SYSTEMS - V8, REPAIRS, Gasket - inlet
manifold - upper - Without Secondary Air
Injection.
2.Carefully manoeuvre ignition coil assembly
from between inlet manifold and bulkhead.
3.Position absorbent cloth beneath fuel pipe to
catch spillage.
4.Disconnect fuel feed hose from fuel rail
CAUTION: Always fit plugs to open
connections to prevent contamination.
5.Release injector harness from fuel rail and
disconnect injector multiplugs. 6.Remove 4 bolts securing fuel rail to inlet
manifold.
7.Release injectors from inlet manifold and
remove fuel rail and injectors.
8.Release spring clips securing injectors to fuel
rail and remove fuel injectors.
9.Remove and discard 2 'O' rings from each
injector.
10.Fit protective caps to each end of injectors.
Refit
1.Clean injectors and recesses in fuel rail and
inlet manifold.
2.Lubricate new 'O' rings with silicone grease
and fit to each end of injectors.
3.Fit injectors to fuel rail and secure with spring
clips.
4.Position fuel rail assembly and push-fit each
injector into inlet manifold.

ENGINE MANAGEMENT SYSTEM - V8
18-2-84 REPAIRS
5.Fit bolts securing fuel rail to inlet manifold and
tighten to 9 Nm (7 lbf.ft).
6.Connect fuel feed hose to fuel rail.
7.Connect injector harness multiplugs and
secure to fuel rail.
8.Carefully position ignition coil assembly
between inlet manifold and bulkhead.
9.Fit upper manifold.

+ MANIFOLDS AND EXHAUST
SYSTEMS - V8, REPAIRS, Gasket - inlet
manifold - upper - Without Secondary Air
Injection.
Actuator - cruise control
$% 19.75.05
Remove
1.Release clip and disconnect inner cable from
actuator.
2.Release outer cable from actuator mounting
bracket.
3.Release vacuum hose from actuator.
4.Remove nut, and remove actuator from
mounting bracket.
Refit
1.Position actuator and tighten retaining nut.
2.Connect vacuum hose to actuator.
3.Connect outer cable to mounting bracket.
4.Connect inner cable to actuator.

FUEL DELIVERY SYSTEM - TD5
DESCRIPTION AND OPERATION 19-1-5
The fuel pump is a 'self priming', wet type, two stage pump which is immersed in fuel in the tank and operates at all
times when the ignition switch is in position II. If the engine is not started, the ECU will 'time-out' after three minutes
and de-energise the fuel pump relay. The pump receives a feed from the battery via fuse 10 in the engine
compartment fusebox and the fuel pump relay. The relay is energised by the ECM when the ignition switch is moved
to position II.
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. An access panel for the fuel pump is located in the loadspace floor below the
carpet. The access panel is sealed to the floor with a rubber seal and retained by six self-tapping screws. A four pin
electrical connector is located on the top cover and provides power feed and earth for the fuel pump and also inputs
and outputs for the fuel gauge sender operation.
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.
Fuel pump
The fuel pump assembly comprises a top cover which locates the electrical connector, fuel burning heater connection
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 a low pressure stage. The low pressure stage draws fuel from the swirl
pot through the filter. The low pressure stage pumps fluid at a pressure of 0.75 bar (10.9 lbf.in
2) 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
2). 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
2) by controlling
the amount of fuel returning to the fuel tank.
The fuel pump has a maximum current draw of 15 Amps at 12.5 V and is protected by a 20 Amp fuse in the engine
compartment fusebox.

COOLING SYSTEM - TD5
DESCRIPTION AND OPERATION 26-1-3
1Pressure cap
2Overflow pipe
3Heater return hose
4Heater matrix
5Heater inlet hose
6Oil cooler return pipe — EU3 models
7Connecting hose
8Oil cooler housing assembly
9Heater inlet pipe
10Connecting hose
11Outlet housing
12Engine Coolant Temperature (ECT) sensor
13Bleed screw
14Radiator top hose
15Radiator - upper
16Intercooler
17Gearbox oil cooler
18Radiator - lower
19Viscous fan
20Drain plug21Connecting hose
22Fuel cooler feed hose
23Radiator bottom hose
24Thermostat housing
25Connecting hose
26Coolant pump feed pipe
27Coolant by-pass pipe
28Radiator bleed pipe
29Connecting hose
30Coolant pump
31Fuel cooler
32Heater/expansion tank return hose
33Expansion tank
34EGR Cooler - EU3 models
35Connecting hose - EU3 models
36Connecting hose - EU3 models
37Hose - EGR Cooler to oil cooler return pipe -
EU3 models
38Radiator lower feed hose - Pre EU3 models
39Oil cooler return pipe - Pre EU3 models

COOLING SYSTEM - TD5
DESCRIPTION AND OPERATION 26-1-5
Description
General
The cooling system used on the Diesel engine is a pressure relief by-pass type system which allows coolant to
circulate around the engine block and heater circuit when the thermostat is closed. With coolant not passing through
the by-pass or the radiator promotes faster heater warm-up which in turn improves passenger comfort.
A coolant pump is mounted on a casting behind the PAS pump and is driven from the PAS pump at crankshaft speed
by the auxiliary drive belt. The pump mounting casting connects with passages in the cylinder block and pumps
coolant from the radiator through the cylinder block.
A viscous fan is attached to an idler pulley at the front of the engine. The fan is attached to a threaded spigot on the
pulley with a left hand threaded nut. The fan draws air through the radiator to assist in cooling when the vehicle is
stationary. The fan rotational speed is controlled relative to the running temperature of the engine by a thermostatic
valve regulated by a bi-metallic coil.
The cooling system uses a 50/50 mix of anti-freeze and water.
A Fuel Burning Heater (FBH) is available as an optional item for Diesel engine variants. The FBH is located on the
bulkhead and is connected in series in the coolant supply to the heater. The FBH is used to compensate for the
relatively low coolant temperatures inherent in the Diesel engine.

+ HEATING AND VENTILATION, DESCRIPTION AND OPERATION, Description.
Thermostat housing
A plastic thermostat housing is located behind the radiator. The housing has three connections which locate the
radiator bottom hose, top hose and coolant pump feed pipe. The housing contains a wax element thermostat and a
spring loaded by-pass flow valve.
Thermostat - Main valve
The thermostat is used to maintain the coolant at the optimum temperature for efficient combustion and to aid engine
warm-up. The thermostat is closed at temperatures below approximately 82
°C (179°F). When the coolant
temperature reaches approximately 82
°C the thermostat starts to open and is fully open at approximately 96°C
(204
°F). In this condition the full flow of coolant is directed through the radiator.
The thermostat is exposed to 90% hot coolant from the engine on one side and 10% cold coolant returning from the
radiator bottom hose on the other side.
Hot coolant from the engine passes from the by-pass pipe through four sensing holes in the flow valve into a tube
surrounding 90% of the thermostat sensitive area. Cold coolant returning from the radiator, cooled by the ambient air,
conducts through 10% of the thermostat sensitive area.
In cold ambient temperatures, the engine temperature is raised approximately 10
°C (50°F) to compensate for the heat
loss of 10% exposure to the cold coolant returning from the radiator bottom hose.
By-pass flow valve
The by-pass flow valve is held closed by a light spring. It operates to further aid heater warm-up. When the main valve
is closed and the engine speed is below 1500 rev/min, the coolant pump does not produce sufficient flow and pressure
to open the valve. In this condition the valve prevents coolant circulating through the by-pass circuit and forces the
coolant through the heater matrix only. This provides a higher flow of warm coolant through the heater matrix to
improve passenger comfort in cold conditions.
When the engine speed increases above 1500 rev/min the coolant pump produces a greater flow and pressure than
the heater circuit can take. The pressure acts on the flow valve and overcomes the valve spring pressure, opening
the valve and limiting the pressure in the heater circuit. The valve modulates to provide maximum coolant flow through
the heater matrix and yet allowing excess coolant to flow into the by-pass circuit to provide the engines cooling needs
at higher engine rev/min.

COOLING SYSTEM - TD5
26-1-6 DESCRIPTION AND OPERATION
Outlet housing
A cast aluminium outlet housing is attached to the cylinder head with three bolts and sealed with a gasket. Coolant
leaves the engine through the outlet housing and is directed through a hose to the heater matrix, the radiator or the
by-pass circuit.
An Engine Coolant Temperature (ECT) sensor is installed in a threaded port on the side of the outlet housing. The
sensor monitors coolant temperature emerging from the engine and sends signals to the Engine Control Module
(ECM) for engine management and temperature gauge operation.

+ ENGINE MANAGEMENT SYSTEM - Td5, DESCRIPTION AND OPERATION, Description.
Expansion tank
The expansion tank is located in the engine compartment. The tank is made from moulded plastic and attached to
brackets on the right hand inner wing. A maximum coolant when cold level is moulded onto the tank.
Excess coolant created by heat expansion is returned to the expansion tank from the radiator bleed pipe at the top of
the radiator. An outlet pipe is connected into the coolant pump feed hose and replaces the coolant displaced by heat
expansion into the system when the engine is cool.
The expansion tank is fitted with a sealed pressure cap. The cap contains a pressure relief valve which opens to allow
excessive pressure and coolant to vent through the overflow pipe. The relief valve is open at a pressure of 1.4 bar (20
lbf.in
2) and above.
Heater matrix
The heater matrix is fitted in the heater assembly inside the passenger compartment. Two pipes pass through the
bulkhead into the engine compartment and provide coolant flow to and from the matrix. The pipes from the bulkhead
are connected to the matrix, sealed with 'O' rings and clamped with circular rings.
The matrix is constructed from aluminium with two end tanks interconnected with tubes. Aluminium fins are located
between the tubes and conduct heat from the hot coolant flowing through the tubes. Air from the heater assembly is
warmed as it passes through the matrix fins. The warm air is then distributed in to the passenger compartment as
required.

+ HEATING AND VENTILATION, DESCRIPTION AND OPERATION, Description.
When the engine is running, coolant from the engine is constantly circulated through the heater matrix.
Radiator
The 44 row radiator is located at the front of the vehicle in the engine compartment. The cross flow type radiator is
manufactured from aluminium with moulded plastic end tanks interconnected with tubes. The bottom four rows are
separate from the upper radiator and form the lower radiator for the fuel cooler. Aluminium fins are located between
the tubes and conduct heat from the hot coolant flowing through the tubes, reducing the coolant temperature as it
flows through the radiator. Air intake from the front of the vehicle when moving carries the heat away from the fins.
When the vehicle is stationary, the viscous fan draws air through the radiator fins to prevent the engine from
overheating.
Two connections at the top of the radiator provide for the attachment of the top hose from the outlet housing and bleed
pipe to the expansion tank. Three connections at the bottom of the radiator allow for the attachment of the bottom
hose to the thermostat housing and the return hose from the oil cooler and the feed hose to the fuel cooler.
The bottom four rows of the lower radiator are dedicated to the fuel cooler. The upper of the two connections at the
bottom of the radiator receives coolant from the oil cooler. This is fed through the four rows of the lower radiator in a
dual pass and emerges at the lower connection. The dual pass lowers the coolant temperature by up to 24
°C before
being passed to the fuel cooler.
Two smaller radiators are located in front of the cooling radiator. The upper radiator is the intercooler for the air intake
system and the lower radiator provides cooling of the gearbox oil.

+ EMISSION CONTROL - Td5, DESCRIPTION AND OPERATION, Emission Control Systems.

+ MANUAL GEARBOX - R380, DESCRIPTION AND OPERATION, Description.

+ AUTOMATIC GEARBOX - ZF4HP22 - 24, DESCRIPTION AND OPERATION, Description.

COOLING SYSTEM - TD5
DESCRIPTION AND OPERATION 26-1-7
Pipes and hoses
The coolant circuit comprises flexible hoses and metal formed pipes which direct the coolant into and out of the
engine, radiator and heater matrix. Plastic pipes are used for the bleed and overflow pipes to the expansion tank.
A bleed screw is installed in the radiator top hose and is used to bleed air during system filling. A drain plug to drain
the heater and cylinder block circuit of coolant is located on the underside of the coolant pump feed pipe.
Oil cooler
The oil cooler is located on the left hand side of the engine block behind the oil centrifuge and oil filter. Oil from the oil
pump is passed through a heat exchanger which is surrounded by coolant in a housing on the side of the engine.
Full water pump flow is directed along the cooler housing which also distributes the flow evenly along the block into
three core holes for cylinder cooling. This cools the engine oil before it is passed into the engine. A small percentage
of the coolant from the oil cooler passes into a metal pipe behind the engine. It then flows into the lower radiator via
a hose.
Fuel cooler
The fuel cooler is located on the right hand side of the engine and is attached to the inlet manifold. The cooler is
cylindrical in design and has a coolant feed connection at its forward end. A 'T' connection at the rear of the cooler
provides a connection for the coolant return from the heater matrix and coolant return from the fuel cooler.
The 'T' connection houses a thermostat which opens at approximately 82
°C. This prevents the cooler operating in
cold climates.
Two quick release couplings on the cooler allow for the connection of the fuel feed from the pressure regulator and
return to the fuel tank. A counter flow system is used within the cooler.
Fuel flows around a coolant jacket within the cooler and flows from the back to the front of the cooler. As the hot fuel
cools travelling slowly forwards it meets progressively colder coolant travelling in the opposite direction maintaining a
differential cooling effect.
EGR Cooler
The EGR Cooler is mounted on the front of the cylinder head. Coolant from the oil cooler flows around the EGR cooler,
cooling the exhaust gas, to improve exhaust emissions, before being returned to the expansion tank.
Coolant pump
1Drive lugs (hidden)
2Housing
3'O' rings4Cover
5Feed hose connection
6Impeller

COOLING SYSTEM - TD5
26-1-8 DESCRIPTION AND OPERATION
The coolant pump is attached on the left hand side of the engine, behind the PAS pump. A cast housing, bolted to the
cylinder block provides a common attachment point for both pumps. The housing has galleries which connect the
coolant pump to the cylinder block and the oil cooler housing. The coolant pump comprises a shaft, a housing and a
cover.
The shaft, which passes through the alloy housing, is supported at each end by bearings. Seals at each end of the
shaft protect the bearings from the coolant. The forward end of the shaft has two lugs which engage with the PAS
pump shaft. The opposite end of the shaft is fitted with an impeller which draws coolant from the feed pipe and
circulates it through galleries in the cylinder block. The shaft is driven by the auxiliary drive belt at the same rotational
speed as the crankshaft by a pulley attached to the PAS pump.
The pump is sealed in the cast housing with two 'O' rings. An outer cover is positioned over the pump and secured
with six bolts and sealed to the pump with an 'O' ring. The cover provides the attachment for the feed pipe connecting
hose.

COOLING SYSTEM - TD5
DESCRIPTION AND OPERATION 26-1-9
Viscous fan
1Idler pulley drive attachment
2Fan blades
3Bi-metallic coil
4Body
The viscous fan provides a means of controlling the speed of the fan relative to the operating temperature of the
engine. The fan rotation draws air through the radiator, reducing engine coolant temperatures when the vehicle is
stationary or moving slowly.
The viscous fan is attached to an idler pulley at the front of the engine which is driven at crankshaft speed by the
auxiliary drive belt. The fan is secured to the pulley by a nut. The nut is positively attached to the fan spindle which
is supported on bearings in the fan body. The viscous drive comprises a circular drive plate attached to the spindle
and driven from the idler pulley. The drive plate and body have interlocking annular grooves with a small clearance
which provides the drive when silicone fluid enters the fluid chamber. A bi-metallic coil is fitted externally on the
forward face of the body. The coil is connected to and operates a valve in the body. The valve operates on a valve
plate with ports that connect the reservoir to the fluid chamber. The valve plate also has return ports which, when the
valve is closed, scoop fluid from the fluid chamber and push it into the reservoir under centrifugal force.
Silicone fluid is retained in a reservoir at the front of the body. When the engine is off and the fan is stationary, the
silicone fluid level stabilises between the reservoir and the fluid chamber. This will result in the fan operating when the
engine is started, but the drive will be removed quickly after the fan starts rotating and the fan will 'freewheel'.
At low radiator temperatures, the fan operation is not required and the bi-metallic coil keeps the valve closed,
separating the silicone fluid from the drive plate. This allows the fan to 'freewheel' reducing the load on the engine,
improving fuel consumption and reducing noise generated by the rotation of the fan.
When the radiator temperature increases, the bi-metallic coil reacts and moves the valve, allowing silicone fluid to
flow into the fluid chamber. The resistance to shear of the silicone fluid creates drag on the drive plate and provides
drive to the body and the fan blades.