oil level LAND ROVER DISCOVERY 2002 Owner's Manual
[x] Cancel search | Manufacturer: LAND ROVER, Model Year: 2002, Model line: DISCOVERY, Model: LAND ROVER DISCOVERY 2002Pages: 1672, PDF Size: 46.1 MB
Page 464 of 1672
ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-7
The ECM controls the following outputs:
lFuel injectors (1 per cylinder).
lIgnition coils/ high tension leads/ spark plugs.
lFuel pump relay.
lIdle air control valve.
lHeated oxygen sensors.
lEVAP canister purge valve.
lEVAP canister vent solenoid (CVS) valve (where fitted).
lMalfunction Indicator Lamp (MIL)/ service engine soon lamp (where fitted).
lHill descent control (via SLABS interface).
lEVAP system fuel leak detection pump (where fitted)
lSecondary air injection pump (where fitted)
The ECM also interfaces with the following:
lDiagnostics via diagnostic connector with TestBook.
lController Area Network (CAN) link to EAT ECU.
lAir conditioning system.
lSelf Levelling & Anti-lock Braking System (SLABS) ECU.
lImmobilisation system via the body control unit (BCU).
lInstrument cluster.
lCruise control ECU
lActive Cornering Enhancement (ACE) ECU
Engine Control Module (ECM)
The engine control module (ECM) is located on the RH side A post below the face panel inside the vehicle. It has a
cast aluminium case and is mounted on a bracket. The ECM has 5 independent connectors totalling 134 pins.
The ECM is available in 4 variants:
lNAS.
lNAS low emission vehicles.
lUK/ Europe/ Japan/ Australia.
lROW/ Gulf.
The ECM uses a 'flash' electronic erasable programmable read only memory (EEPROM). This enables the ECM to
be externally configured, to ensure that the ECM can be updated with any new information, this also allows the ECM
to be configured with market specific data. TestBook must be used to configure replacement ECM's. The ECM can
be reconfigured up to 16 times to meet changing specifications and legislation.
The ECM memorises the positions of the crankshaft and the camshaft when the engine has stopped via the CKP and
CMP sensors. This allows immediate sequential fuel injection and ignition timing during cranking. This information is
lost if battery voltage is too low (i.e. flat battery). So the facility will be disabled for the first engine start.
Page 550 of 1672
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.
Page 589 of 1672
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.
Page 592 of 1672
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.
Page 594 of 1672
COOLING SYSTEM - TD5
DESCRIPTION AND OPERATION 26-1-11
Viscous fan operation
A= Cold, B= Hot
1Drive plate
2Fan body
3Clearance
4Valve plate
5Valve
6Bi-metallic coil7Fluid seals
8Ball race
9Fluid chamber
10Reservoir
11Return port
When the engine is off and the fan is not rotating, the silicone fluid stabilises within the fluid chamber and the reservoir.
The fluid levels equalise due to the return port in the valve plate being open between the fluid chamber and the
reservoir. In this condition, when the engine is started, silicone fluid is present in the fluid chamber and causes drag
to occur between the drive plate and the body. This causes the fan to operate initially when the engine is started.
As the fan speed increases, centrifugal force and a scoop formed on the fluid chamber side of the valve plate, pushes
the silicone fluid through the return port in the valve plate into the reservoir. As the fluid chamber empties, the drag
between the drive plate and the body is reduced, causing the drive plate to slip. This reduces the rotational speed of
the fan and allows it to 'freewheel'.
When the coolant temperature is low, the heat emitted from the radiator does not affect the bi-metallic coil. The valve
remains closed, preventing fluid escaping from the reservoir into the fluid chamber. In this condition the fan will
'freewheel' at a slow speed.
Page 608 of 1672
COOLING SYSTEM - V8
DESCRIPTION AND OPERATION 26-2-7
Inlet manifold - Cooling connections
Coolant leaves the cylinder block via an outlet pipe attached to the front of the air intake manifold. The pipe is
connected to the thermostat housing and the radiator by a branch hose off the radiator top hose.
Hot coolant from the engine is also directed from the inlet manifold via pipes and hoses into the heater matrix. Coolant
is circulated through the heater matrix at all times when the engine is running.
A further tapping from the inlet manifold supplies coolant to the throttle housing via a hose. The coolant circulates
through a plate attached to the bottom of the housing and is returned through a plastic bleed pipe to an expansion
tank. The hot coolant heats the air intake of the throttle housing preventing ice from forming.
An Engine Coolant Temperature (ECT) sensor is fitted in the inlet manifold adjacent to the manifold outlet pipe. The
sensor monitors coolant temperature emerging from the engine and sends signals to the ECM for engine
management and temperature gauge operation.
+ ENGINE MANAGEMENT SYSTEM - V8, DESCRIPTION AND OPERATION, Description - engine
management.
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 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 opens 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 away 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 into 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 45 row radiator is located at the front of the vehicle. The cross-flow type radiator is manufactured from aluminium
with moulded plastic end tanks interconnected with tubes. Aluminium fins are located between the tubes and conduct
heat from the hot coolant flowing through the tubes, reducing the cooling temperature as it flows through the radiator.
Air intake from the front of the vehicle when moving carries 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 and bleed pipe. A connection at
the bottom of the radiator allows for the attachment of the bottom hose to the thermostat housing.
Two smaller radiators are located in front of the cooling radiator. The lower radiator provides cooling of the gearbox
oil and the upper radiator provides cooling for the engine oil.
+ MANUAL GEARBOX - R380, DESCRIPTION AND OPERATION, Description.
+ AUTOMATIC GEARBOX - ZF4HP22 - 24, DESCRIPTION AND OPERATION, Description.
+ ENGINE - V8, DESCRIPTION AND OPERATION, Description.
Page 610 of 1672
COOLING SYSTEM - V8
DESCRIPTION AND OPERATION 26-2-9
Viscous fan
1Coolant pump 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 the coolant pump drive pulley and secured to the pulley by a nut. The nut is positively
attached to a 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 coolant pump pulley and the coupling body. The drive plate and the
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 the 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.
Page 612 of 1672
COOLING SYSTEM - V8
DESCRIPTION AND OPERATION 26-2-11
Viscous fan operation
A = Cold, B = Hot
1Drive plate
2Fan body
3Clearance
4Valve plate
5Valve
6Bi-metallic coil7Fluid seals
8Ball race
9Fluid chamber
10Reservoir
11Return port
When the engine is off and the fan is not rotating, the silicone fluid stabilises within the fluid chamber and the reservoir.
The fluid levels equalise due to the return port in the valve plate being open between the fluid chamber and the
reservoir. In this condition, when the engine is started, silicone fluid is present in the fluid chamber and causes drag
to occur between the drive plate and the body. This causes the fan to operate initially when the engine is started.
As the fan speed increases, centrifugal force and a scoop formed on the fluid chamber side of the valve plate, pushes
the silicone fluid through the return port in the valve plate into the reservoir. As the fluid chamber empties, the drag
between the drive plate and body is reduced, causing the drive plate to slip. This reduces the rotational speed of the
fan and allows it to 'freewheel'.
When the coolant temperature is low, the heat emitted from the radiator does not affect the bi-metallic coil. The valve
remains closed, preventing fluid escaping from the reservoir into the fluid chamber. In this condition the fan will
'freewheel' at a slow speed.
Page 686 of 1672
MANUAL GEARBOX - R380
DESCRIPTION AND OPERATION 37-3
1Front cover
2Input shaft oil seal
3Oil filler/level plug
4Sealing washer
5Oil drain plug
6Gear case
7Interlock spool retainer, bolt and 'O' ring
8Centre plate
9Locating dowels
10Selector plug, detent balls and spring
11Splash shield and retaining bolt
12Extension housing
13Gate plate and retaining bolt
14Interlock spool retainer, retaining bolt and 'O'
ring – if fitted – extension housing
15Inhibitor cam spring
16Inhibitor cam
17Reverse inhibitor shaft
18Output shaft oil seal
19Oil seal collar
20Oil pump and retaining bolt
21'O' ring
22Reverse lamp switch23Oil by-pass block - UK and European models
24Bolt - oil by-pass block
25'O' ring - oil by-pass block
26Thermostat and housing - non UK and non
European models
27'O' ring - thermostat housing
28Bolt - thermostat housing
29Oil pick-up pipe
30Oil filter
31Oil pick-up ring
32Rubber gaiter
33Cable tie
34Upper gear lever
35Clamp bolt
36Bias springs
37Bolts and washers - bias adjusting plate and
housing
38Bias adjusting plate
39Lower gear lever and ball
40Railko bush
41Oil seal
42Gear change housing
Page 690 of 1672
MANUAL GEARBOX - R380
DESCRIPTION AND OPERATION 37-7
Description
General
The R380 all synchromesh gearbox has five forward speeds and reverse and is mounted in line with the engine. The
clutch bell housing is bolted to the front of the gearbox and the transfer box is mounted at the rear.
Gearbox casings
Gearbox casings consist of a front cover, gearcase, centre plate and extension housing. All casings with the exception
of the front cover are located to each other by dowels and sealed. Gearbox filler/level and drain plugs are located in
the gearcase.
Reverse lamp switch
A reverse lamp switch is inserted into the extension housing. Selection of reverse gear will close the switch allowing
current from fuse 25 to flow through the switch to illuminate the reverse lamps. The switch also provides a feed to the
BCU and the automatic interior mirror - if fitted; the mirror moving to the dimming position.
Gearchange assembly
The gearchange assembly is bolted to the top of the gearcase, the upper gear lever being attached to the lower gear
lever by means of a clamp bolt. The lower gear lever ball is housed in a Railko bush inserted in the gear change
housing, the end of the lever locating in the selector yoke which is attached to the end of the selector shaft. Bias
springs provide a positive return of the gear lever to the neutral position with selection of 1st/2nd and 5th/reverse gears
being against bias spring pressure. Spring loaded detent balls fitted in the centre plate locate in grooves in the selector
shaft to provide positive gear and neutral selection.
Lubrication
Lubrication is by an oil pump located in the extension housing and driven by the layshaft with additional lubrication
being provided by splash. The pump directs oil via a filter and internal drillings in the output shaft to lubricate the
components. On non UK and non European models, provision for oil cooling is by means of a thermostat housed in
a cover bolted to the side of the extension housing. The cover incorporates tappings for connections to an oil cooler.
On UK and European models, the thermostat and cover are replaced by an oil by-pass block.
Internal pressures produced within the gearbox are vented to atmosphere via a plastic breather pipe. The pipe is
attached to the extension housing and is routed across the top of the gearcase and secured at the open end by a clip
attached to the engine cylinder block.
Selector shaft and forks
Selector forks for 1st/2nd, 3rd/4th and 5th/reverse gears are located on a single selector shaft; the 1st/2nd and 3rd/
4th selector forks are inside the main gearcase whilst the 5th/reverse selector fork is inside the extension housing.
Each of the selector forks locates inside its corresponding synchromesh hub.
Synchromesh assemblies
Each synchromesh assembly is located on the output shaft adjacent to its corresponding gears and comprises a
synchromesh ring, hub, slippers and sleeve. The hubs and slippers are retained in the sleeves by means of spring
clips. 1st/2nd and 3rd synchromesh assemblies are fitted with double synchromesh rings whilst 4th, 5th and reverse
assemblies are fitted with single rings.