ABS 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

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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

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

Engine Management System

SC Component Location: Rear of Engine
NP10V8092
FUEL RAIL
PRESSURE S ENSOR
ENGINE
COOLANT TEMP. SENS OR
UPSTREAM
UHEGO
DOWNS TREAM
HO2S (2)
CRANKS
HAFT
POS ITION S ENSOR
UPS
TREAM
UHEGO
ENGINE
CONTROL MODULE KNOCK
S ENS ORS (4) TEMPERATURE AND
MANIFOLD ABS OLUTE PRESSURE S ENSOR

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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)

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

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Temperature/Manifold Absolute Pressure Sensor Engine Management System
TEMPERATURE AND MANIFOLD ABSOLUTE PRESSURE SENSOR
The temperature and manifold absolute pressure
(TMAP) sensor is used only on SC variants. The TMAP
sensor provides a voltage proportional to the absolute
pressure between the supercharger intercooler and the
intake valve and the air charge temperature. These sig-
nals allow the ECM to calculate the air charge density.
The TMAP sensor is mounted at the rear of the engine,
below the charge air cooler of the LH bank.
Failure Modes
• Sensor open circuit
• Short circuit to battery voltage or ground
• Intake air restricted
• Boosted air leak
SpecificationFunction
Pin 1 Pressure Output Signal
Pin 2 Supply Voltage
Pin 3 Temperature Signal
Pin 4 Ground
NP10V8103
Temperature Signal
Pressure Signal
TEMPERATURE (°C)
OUTPUT SIGNAL (V)
RES IS TANCE (
Ω) (thous ands)
NP10V8104
5
4.5 4
3.5
3
2.5 2
1.5 1
0
0.5
-50 50 0 1001500 200 400 600
800 1000 1200
NOMINAL VOLTAGE
MINIMUM RES
IS TANCE
NOMINAL RES IS TANCE
MAXIMUM RES IS TANCE
NP10V8114
0
0.4
4.65
5
0 20 300
NOMINAL VOLTAGE
MINIMUM RESIS TANCE

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Fuel Tank Canister Purge ValveEngine Management System
FUEL TANK CANISTER PURGE VALVE
To comply with legislation in fuel evaporative loss, the evaporative emissions loss control system is used on all vehicles.
Its purpose is to minimize the evaporative loss of fuel vapor from the fuel system to the atmosphere. This is achieved by
venting the fuel system through a vapor trap – a canister filled with vapor-absorbing charcoal. The charcoal acts like a
sponge and stores the vapor until the canister is purged under the control of the ECM into the engine for combustion. The
carry-over system uses the DMTL system to check for fuel tank integrity.
The canister is connected with the intake manifold, after the throttle body, via a purge valve. This valve is opened and
closed according to a PWM signal from the ECM. The system does not work properly in the case of leakage or clog-
ging within the system or if the purge valve cannot be controlled.
The canister is purged by drawing clean air through the
charcoal, which carries the hydrocarbons into the engine
where they are combusted. To maintain driveability and
emission control, purging must be closely controlled as a
1% concentration of fuel vapor from the canister in the
air intake may shift the air/fuel ratio by as much as 20%.
Purging must be carried out at regular intervals to regen-
erate the charcoal, since the storage capacity is limited.
The purge function is alternated with the fuel metering
adaptation, as both cannot be active at the same time.
The ECM alters the PWM signal to the purge valve to con-
trol the rate of purging of the canister. The purging of the
canister is done in a controlled manner in order to maintain
the correct stoichiometric air/fuel mixture for the engine.
The ECM also ensures that the canister itself is purged
frequently enough to prevent fuel saturation of the char-
coal, which could lead to an excessive buildup of fuel
vapor (and vapor pressure) in the system, increasing the
likelihood of vapor leaks. Failure Modes
• Valve drive open circuit
• Short circuit to battery voltage or ground
• Valve/pipe work blocked
• Valve stuck open
• Pipe work leaking/disconnected
• Noisy valve
Failure Symptoms
• Engine may possibly stall on return to idle (if valve
stuck open)
• Poor idling quality (if valve stuck open)
• Fuel metering adaptations forced excessively rich if canister is clear with valve stuck open
• Fuel metering adaptations forced excessively lean if canister is saturated with valve stuck open
• Saturation of canister (if valve stuck closed)
PURGE VALVE
AIR FLOWS ENS OR
THROTTLE
FUEL TANK CARBON FILTER
INTAKE
MANIFOLD
NP10V8111