oil type LAND ROVER DISCOVERY 1995 Owner's Manual

V8i
1
REPAIR DRIVE BELT
A single 'serpentine drive belt' is introduced for 1995
model year. This belt drives the water pump and all
the ancilliaries. It is essential that the belt is fitted
exactly as shown in illustrations RR3956 and RR3957.
It should also be noted that the water pump/viscous
fan is driven in a counter clockwise direction.
A drive belt tensioner automatically tensions the drive
belt, eliminating the need for tensioning individual
drive belts. Turning the tensioner pulley in a clockwise
direction will release drive belt tension.
Under normal highway use the belt must be changed
at 120,000 kilometres, 75,000 miles or five years
whichever occurs first.
The drive belt must be examined at every service and
replaced if necessary.
Off road driving
Regular examination of the drive belt is essential if the
vehicle is used off road. The vehicle driver should be
requested to identify the type of mileage the vehicle
has covered.
After every off road session the owner should inspect
the belt for cuts and possible damage caused by
stones. If belt has jumped, reposition belt correctly. A
new belt must be fitted at the next service or before,
dependant on the type of damage sustained.
Fan cowl
To ensure easy access to the drive belt the top portion
of the fan cowl is detachable.
Check condition
Check condition of drive belt. Renew a belt that shows
signs of wear, splitting or oil contamination.DRIVE BELT RENEW
Service repair no - 86.10.03
Air conditioning
Non air conditioning

12ENGINE
2
DESCRIPTION AND OPERATION The aluminium alloy, tin coated pistons have two
compression and an oil control ring and are secured
to the connecting rods by semi-floating gudgeon pins
which are an interference fit in the small-end bush.
Gudgeon pins are offset towards the thrust side of the
pistons to reduce frictional drag.
Plain, big-end bearing shells are fitted to each
connecting rod.The internally toothed timing belt is driven from a gear
which is keyed to the crankshaft, belt tension being
controlled by a semi-automatic tensioner.
The trochoidal type oil pump is mounted on the front
of the engine and carries the crankshaft front oil seal.
Drive to the pump is via a Woodruff key inserted in the
crankshaft.

SFI
1
DESCRIPTION AND OPERATION ENGINE MANAGEMENT SYSTEM
Description
The engine management system (EMS) maintains
optimum engine performance over the entire
operating range. The correct amount of fuel is
metered into each cylinder inlet tract and the ignition
timing is adjusted at each spark plug.
The system is controlled by the ENGINE CONTROL
MODULE (ECM) which receives data from sensors
located on and around the engine. From this
information it provides the correct fuel requirements
and ignition timing at all engine loads and speeds.
The fuel injection system uses a hot wire Mass Air
Flow Sensor to calculate the amount of air flowing into
the engine.
The ignition system does not use a distributor. It is a
direct ignition system (DIS), using four double ended
coils. The circuit to each coil is completed by
switching inside the ECM.
The on board diagnostic system detects any faults
which may occur within the EMS. Fault diagnosis
includes failure of all EMS sensors and actuators,
emissions related items, fuel supply and exhaust
systems.
The system incorporates certain default strategies to
enable the vehicle to be driven in case of sensor
failure. This may mean that a fault is not detected by
the driver. The fault is indicated by illumination of the
malfunction indicator light (MIL) on North American
specification vehicles.
A further feature of the system is 'robust
immobilisation'.Crankshaft position sensor (CKP Sensor)
The crankshaft position sensor is the most important
sensor on the engine. It is located in the left hand side
of the flywheel housing and uses a different thickness
of spacer for manual and automatic gearboxes. The
signal it produces informs the ECM:
- the engine is turning
- how fast the engine is turning
- which stage the engine is at in the cycle.
As there is no default strategy, failure of the
crankshaft sensor will result in the engine failing to
start. The fault is indicated by illumination of the
malfunction indicator light (MIL) on North American
specification vehicles.
Camshaft position sensor (CMP Sensor)
The camshaft position sensor is located in the engine
front cover. It produces one pulse every two
revolutions. The signal is used in two areas, injector
timing corrections for fully sequential fuelling and
active knock control.
If the camshaft sensor fails, default operation is to
continue normal ignition timing. The fuel injectors will
be actuated sequentially, timing the injection with
respect to top dead centre. Injection will either be
correct or one revolution out of synchronisation. The
fault is not easily detected by the driver. The fault is
indicated by illumination of the malfunction indicator
light (MIL) on North American specification vehicles.
Mass air flow sensor (MAF Sensor)
The 'hot wire' type mass air flow sensor is mounted
rigidly to the air filter and connected by flexible hose to
the plenum chamber inlet. The sensing element of the
MAF Sensor is a hot wire anenometer consisting of
two wires, a sensing wire which is heated and a
compensating wire which is not heated. Air flows
across the wires cooling the heated one, changing its
resistance. The ECM measures this change in
resistance and calculates the amount of air flowing
into the engine.
As there is no default strategy, failure will result in the
engine starting, and dying when it reaches 550
rev/min, when the ECM detects no MAF Sensor
signal. The fault is indicated by illumination of the
malfunction indicator light (MIL) on North American
specification vehicles.

Tdi
1
FAULT DIAGNOSIS ENGINE OVERHEATING
Before conducting any cooling system diagnosis:
See
Description and operation, Engine Cooling
1.Is coolant level correct?
NO - Allow engine to cool, top up level to
expansion tank seam.
YES - Continue.
2.Is drive belt tension correct?
NO -
See ENGINE, Repair, Compressor
Drive Belt
YES - Continue.
3.Is coolant in radiator frozen?
YES - Slowly thaw and drain system.
See
Adjustment, Coolant
NO - Continue.
4.Is air flow through radiator restricted or blocked?
YES - Apply air pressure from engine side of
radiator to clear obstruction.
NO - Continue.
5.Are there any external leaks, from water pump,
engine gaskets, fast idle thermostat or the heater
unit?
YES - Investigate and rectify.
See Adjustment,
Coolant
NO - Continue.
6.Are fan blades fitted correct way round, concave
side towards engine?
NO - Rectify.
YES - Continue
7.Is viscous unit operating correctly?
See
Description and operation, Viscous Fan
NO - Renew.See Repair, Viscous
Coupling, Fan Blades, Pulley and Fan
Cowl
YES - Carry out a pressure test on radiator cap
and system. Check thermostat type,
operation and correct fitting.
See Repair,
Thermostat
If pressure test leads you to suspect coolant
leakage across gaskets, go to check 10,
otherwise: Continue.8.Are the air conditioning fans operating correctly?
See Electrical Trouble Shooting Manual.
NO - Rectify.
YES - Continue.
9.Is temperature sender and gauge giving
accurate readings?
NO - Sustitute parts and compare readings.
YES - Continue.
10.Carry out cylinder pressure test to determine if
pressure is leaking into cooling system causing
over pressurising and loss of coolant.
If problem is not diagnosed, check the coolant system
for engine oil contamination and engine lubrication
system for coolant contamination.
If only the coolant system is contaminated suspect a
cylinder head gasket.
If both systems are contaminated, suspect the
radiator.
If only the lubrication system is contaminated with
coolant, suspect leakage past cylinder liner seals or
cylinder head gasket.

V8i
1
FAULT DIAGNOSIS ENGINE OVERHEATING
Before conducting any cooling system diagnosis:
See
Description and operation, Engine Cooling
1.Is coolant level correct?
NO - Allow engine to cool, top up level to
expansion tank seam.
YES - Continue.
2.Is drive belt tension correct?
NO -
See ENGINE, Repair, Drive Belt -
Check Tension
YES - Continue.
3.Is ignition timing correct?
NO -
See ELECTRICAL, Adjustment,
Ignition Timing
YES - Continue.
4.Is coolant in radiator frozen?
YES - Slowly thaw and drain system.
See
Adjustment, Coolant Requirements
NO - Continue.
5.Is air flow through radiator restricted or blocked?
YES - Apply air pressure from engine side of
radiator to clear obstruction.
NO - Continue.
6.Are there any external leaks, from water pump,
engine gaskets or the heater unit?
YES - Investigate and rectify.
See Adjustment,
Coolant Requirements
NO - Continue.
7.Are fan blades fitted correct way round, concave
side towards engine?
NO - Rectify.
YES - Continue.8.Is viscous unit operating correctly?
See
Description and operation, Viscous Fan
NO - Renew.See Repair, Viscous
Coupling, Fan Blades, Pulley and Fan
Cowl
YES - Carry out a pressure test on radiator cap
and system. Check thermostat type,
operation and correct fitting
See Repair,
Thermostat
If pressure test leads you to suspect coolant
leakage across gaskets, go to check 11,
otherwise: Continue.
9.Are the air conditioning fans operating correctly?
See Electrical Trouble Shooting Manual.K5
NO - Rectify.
YES - Continue.
10.Is temperature sender and gauge giving
accurate readings?
NO - Substitute parts and compare readings.
YES - Continue.
11.Carry out cylinder pressure test to determine if
pressure is leaking into cooling system causing
over pressurising and loss of coolant.
If problem is not diagnosed, check the coolant system
for engine oil contamination and engine lubrication
system for coolant contamination.
If the coolant only, or both systems are contaminated,
suspect cylinder head gaskets or radiator.
If only the lubrication stystem is contaminated with
coolant, suspect inlet manifold or front cover gaskets.

R380
1
DESCRIPTION AND OPERATION MANUAL TRANSMISSION
Description
The all synchromesh five speed manual gearbox unit,
is married to a LT230T two speed transfer gearbox.
All the gears including reverse run on needle roller
bearings and the main, layshaft and primary shafts
are supported by tapered roller bearings.The whole of the geartrain is lubricated through
drillings in the shafts, supplied by a low pressure
pump driven from the rear of the layshaft. The gear
change has a single rail selector and spool type
interlock. The main and transfer gearboxes ventilate
through nylon pipes, which terminate high up in the
engine compartment to prevent water entry when the
vehicle is operating in adverse conditions.
1. Mainshaft 1st gear
2. Mainshaft 2nd gear
3. Mainshaft 3rd gear
4. Primary input shaft
5. Mainshaft 5th gear
6. Layshaft
7. Mainshaft
8. Lubrication pump9. Drain plug
10. Ventilation pipe
11. Single rail gear shift
12. 1st/2nd synchromesh
13. Oil seals
14. 3rd/4th synchromesh
15. 5th gear synchromesh

41TRANSFER GEARBOX
2
FAULT DIAGNOSIS PROCEDURE
Prior to road test
1.Check oil level in transfer box is correct.
2.Check tightness of level and drain plugs.
3.Check breather system for blockage. To validate
the system the pipe must be removed,
inspected, rectified as necessary and refitted.
4.Remove all traces of oil from exterior of transfer
box.
Take vehicle for short road test.
5.Identify source of leaks and rectify as follows.
Front or rear output seal leaking:-
1.Drain the oil and remove the leaking output
flange.
2.Inspect the seal track on the flange for surface
damage. If damaged renew component.
3.Remove and discard the oil seal.
4.Inspect the seal locating bore and remove any
sharp edges which may damage the new oil
seal.
5.Fit new seal.
6.Fit the output flange and all the other parts.
7.Add oil to correct level into the gearbox.
See
LUBRICANTS, FLUIDS AND CAPACITIES,
Information, Recommended Lubricants and
Fluids
Cover plate gasket leaking.
1.Drain the oil and remove the leaking cover plate.
2.Remove all traces of joint sealant from both joint
faces.
3.Degrease all components and apply a thin film of
Hylomar sealant, to both joint faces.
4.Apply thread sealant to the bolts which come
into contact with gearbox oil.
5.Refit cover plate.
CAUTION: Care must be taken not to
overtighten the fixings.Leak between the main and transfer gearboxes.
1.Site vehicle onto a ramp [hoist].
2.Select neutral in transfer box and select 4th gear
in the main gearbox.
3.Run engine at 2000 rpm with the clutch/drive
engaged.
4.Observe joint between the main and transfer
boxes.
5.If oil leak is found establish if it is gear oil.
6.If so, the leak is originating from the transfer box.
7.Check the two inner (main/transfer) bolts are oil
tight, as these holes are tapped through into the
main transfer case.
8.Remove the transfer box to inspect the
mainshaft collar seal track condition, and the
front face of the transfer case for porosity.
See
Repair, LT230T Transfer Gearbox
9.If these areas require servicing, the transfer
gearbox input seal must also be renewed.
CAUTION: Avoid damaging the new seal
lip and ensure the seal is fitted flush with
the machined face. Also ensure the new
seal is not damaged when refitting the transfer
gearbox.
10.If red A.T.F type oil is seen leaking during the
workshop test, investigate the main gearbox for
cause of leak.
Detent plug or electrical switch leaks.
1.Detent plugs and electrical switches do not
usually leak. It must be noted that they fit into
open tapped holes in the transfer case and
therefore should be considered when looking for
the source of the leak.

REAR AXLE AND FINAL DRIVE
1
DESCRIPTION AND OPERATION DESCRIPTION
The welded steel rear axle casing houses a separate
spiral bevel type differential unit, which is off set to the
right of the vehicle centre line. The differential unit
drives the rear wheels via the axle shafts and fully
floating hubs which are mounted on tapered roller
bearings.
Lubrication
The differential is lubricated with oil and the hub
bearings with grease. The hub bearings are fittedwith inner and outer seals. The outer seals prevent
the differential oil mixing with the hub grease and the
inner seals prevent dirt ingress into the hub.
Ventilation
Ventilation of the hub bearings is through the outer oil
seals and the differential ventilation pipe, which
terminates at a high level.
The wheel hubs on axles with ABS brakes share the
same construction to non ABS axles except for the
addition of a sensor ring 11 on the brake disc 10.
Rear axle hub
1. Axle casing
2. Ventilation pipe
3. Axle shaft
4. Wheel studs and hub
5. Wheel bearing stub axle
6. Wheel bearings (2)7. Inner hub seal
8. Outer hub/axle shaft seal
9. Hub lock plate, thrust washer and nuts (2)
10. Brake disc
11. Sensor ring, ABS

FRONT AXLE AND FINAL DRIVE
1
DESCRIPTION AND OPERATION DESCRIPTION
The welded steel front axle casing houses a separate
spiral bevel type differential unit, which is off set to the
right of the vehicle centre line. The differential unit
drives the front wheels via the axle shafts and
constant velocity joints which are totally enclosed in
the spherical and swivel housings.
The front axles fitted with ABS brakes or non ABS
brakes are of the same construction except for
different top swivel pins in the swivel housing and a
sensor on the constant velocity joint.
Front axle - ABS
The front wheels are pivoted on taper roller bearings
19 at the bottom of the swivel housing and a 'Rialco
bush' 25 at the top. The top swivel pin also houses the
ABS pickup (electrical connection) as shown in the
main illustration, J5367.
Front axle - non ABS
The front wheels are pivoted on tape roller bearings at
the top (see insert) and bottom of the swivel housing.
The wheel hubs on all axles are supported by two
taper bearings and driven by drive flanges which are
splined to the one piece, stub shaft/constant velocity
joint.
Lubrication
The differential, swivel pin housing and wheel hubs
are indiviudally lubricated and separated by oil seals 7
and 8 to prevent oil transfer across the axle when the
vehicle is traversing steep inclines. The wheel
bearings are lubricated with grease and the swivel
housing and differential with oil.
Ventilation
Ventilation of the differential is through a plastic pipe 2
which terminates at a high level in the vehicle on both
ABS and non ABS axles. The swivel housings
ventilate through axle shaft oil seals 8 into the
differential and the hub bearings vent via the oil seals
into swivel housing.

57STEERING
4
FAULT DIAGNOSIS Symptom:-
Fluid leaks from steering box seals.
CAUTION: The steering wheel must not be
held on full lock for more than 30 seconds
in one minute, as this may overheat the
fluid and cause damage to the oil seals.
1.Check fluid level.
See Repair, Power Steering
Fluid Reservoir
Check fluid pressure.See Power Steering
System - Test
2.Is pressure high?
YES - Renew pump.
See Repair, Power
steering Pump
If oil seal leaks persist after renewing the
pump.
See Overhaul, Power Steering
Box
NO -See Overhaul, Power Steering Box
Symptom:-
Insufficient power assistance - castor return
action normal.
1.Are tyres correct type and pressure?
NO -
See GENERAL SPECIFICATION DATA,
Information, Wheels and Tyres
YES - Continue.
2.Is fluid level correct?
NO - Check fluid level
See Repair, Power
Steering Fluid Reservoir
YES - Check system for air locks.See Repair,
Power Steering System - Bleed
3.Is pressure correct?
NO - Check fluid pressure.
See Power
Steering System - Test
If pressure is not correct after bleeding
the system, renew pump.
See Repair,
Power Steering Pump
YES -See Overhaul, Power Steering Box
Symptom:-
Steering heavy - stiff, poor castor return action.
1.Are tyres correct type and pressure?
NO -
See GENERAL SPECIFICATION DATA,
Information, Wheels and Tyres
YES - Check universal joints for seizure and
correct alignment.
See Repair, Lower
Steering Shaft and Universal Joints
Check power steering box adjustments.
See Overhaul, Power Steering Box
2.Is the power assistance satisfactory?
NO - See fault symptomInsufficient
assistance, (castor return action
normal).
YES - Disconnect drag link from drop arm and
check steering column and box for
stiffness.
See Repair, Drag Link and
Drag Link Ends
3.Is the steering stiff with the drag link
disconnected?
NO - Check steering ball joints for seizure and
axle swivels lubrication and resistance.
See Repair, Drag Link and Drag Link
Ends See FRONT AXLE AND FINAL
DRIVE, Overhaul, Front Stub Axle,
Constant Velocity Joint and Swivel Pin
Housing Non ABS See FRONT AXLE
AND FINAL DRIVE, Overhaul, Front
Stub Axle, Constant Velocity Joint and
Swivel Pin Housing ABS
YES - Disconnect the lower steering shaft and
check the column and box for stiffness.
See Repair, Lower Steering Shaft and
Universal Joints
4.Is the steering column stiff to turn when
disconnected from the box?
NO - Remove and overhaul box.
See
Overhaul, Power Steering Box
YES - Adjust steering column.See Stiff
Steering Checklist