engine coolant LAND ROVER DISCOVERY 2002 Manual PDF

ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-19
Input/Output
The ECM provides the thermostat monitoring sensor with a 5 volt reference via pin 21 of connector C0635 of the ECM,
and an earth via pin 5 of connector C0635 of the ECM.
There are three types of thermostat monitoring sensor diagnostic checks:
lSensor signal is above maximum threshold. For the ECM to register this as a fault, and illuminate the MIL, the
temperature registered by the thermostat monitoring sensor must be above 140
°C (284 °F) for more than 1
second.
lSensor signal is below minimum threshold. For the ECM to register this as a fault, and illuminate the MIL, the
temperature registered by the thermostat monitoring sensor must be below -33
°C (-27 °F) for more than 1
second, while the inlet air temperature reading is greater than -32
°C (-25 °F).
lSignal difference between ECT sensor and thermostat monitoring sensor is below maximum threshold. For the
ECM to register this as a fault, and illuminate the MIL, the following conditions must exist:
lNo maximum or minimum threshold signal faults exist.
lNo faults are recorded against the thermostat monitoring sensor or vehicle speed signal.
lEngine not in idle speed control.
lFuel cut-off not active.
lEngine speed is greater than 400 rpm.
lRoad speed is greater than 0 mph.
lIntegrated mass air flow from engine start to fuel cut-off is greater than set value (between 3 kg and 10 kg
dependent upon engine coolant temperature at engine start).
lEngine coolant temperature at engine start is between 9
°C and 39 °C (48 °F and 102 °F).
lHigh range is selected.
lDelay time before thermostat monitoring is enabled is between set limits (between 50 and 500 seconds
dependent upon engine coolant temperature at engine start).
lEngine coolant temperature is greater than 90
°C (194 °F).
lThe difference between the ECT sensor reading and the thermostat monitoring sensor reading is less than
39
°C (102 °F).

ENGINE MANAGEMENT SYSTEM - V8
18-2-20 DESCRIPTION AND OPERATION
Should a malfunction occur, the following fault codes may be evident and can be retrieved by TestBook:
Mass Air Flow (MAF)/ Inlet Air Temperature (IAT) sensor (C0149)
The MAF/ IAT sensors are combined into a single unit and located between the air filter housing and the inlet manifold.
The ECM receives input signals from the MAF/ IAT sensor to calculate the mass of air flowing into the engine inlet
manifold.
Input/Output
The MAF sensor has both electrical input and output. Input to the MAF sensor comes from two different sources.
Battery voltage is supplied to the MAF sensor via fuse 2 of the engine compartment fuse box. The MAF sensor also
utilises a 5 volt reference input via pin 7 of connector C0636 of the ECM. The MAF sensor output voltage is measured
via pin 23 of connector C0636 of the ECM.
The IAT sensor has only electrical output. Output from the IAT sensor is measured at pin 34 of connector C0636 of
the ECM, this is a variable voltage/ resistance measured by the sensor to provide air temperature information to the
ECM.
The MAF/ IAT sensor share the same sensor earth. Sensor earth is via pin 9 of connector C0636 of the ECM.
The MAF/ IAT sensor and its connector has silver plated terminals for its low current signals to protect against
corrosion. DO NOT apply 12V to the 5V supply, as this will destroy the internal circuitry. The MAF/IAT sensor should
not be dropped or roughly handled and should be kept free from contamination.
P code J2012 description Land Rover description
P1117 Radiator outlet temperature
thermister lowThermostat reading below -33 °C (-
27 °F)
P1118 Radiator outlet temperature
thermister highThermostat reading above 140 °C
(284 °F)
P0126 Engine thermostat defective Difference in radiator and engine
coolant temperatures too small

ENGINE MANAGEMENT SYSTEM - V8
18-2-26 DESCRIPTION AND OPERATION
In the event of a TP sensor signal failure any of the following symptoms may be observed:
lEngine performance concern.
lDelayed throttle response.
lFailure of emission control.
lClosed loop idle speed control inoperative.
lAutomatic gearbox kickdown inoperative.
lIncorrect altitude adaptation.
lMIL illuminated (NAS only).
There are three throttle position sensor diagnostic checks:
lTP sensor signal is greater than the maximum threshold value – the engine speed must be greater than 400 rev/
min for longer than 2 seconds and the signal must be greater than 96% for longer than 50 ms.
lTP sensor signal is less than the minimum threshold – the engine speed must be greater than 400 rev/min for
longer than 2 seconds and the signal must be less than 4% for longer than 50 ms.
lRatio of throttle position to mass of air flow – the calculated throttle angle must be outside limits when the engine
speed is between 800 rev/min and 4000 rev/min, the engine load is between 2 and 6.5 and the coolant
temperature is above -10
°C (14°F).
Should a malfunction of the TP sensor occur the following fault codes may be evident and can be retrieved by
TestBook.
Heated Oxygen Sensors (HO
2S) (C0642)
The market requirement dictates how many HO
2S are fitted to the vehicle.
l4 sensors are fitted to all NAS and EU-3 vehicles.
l2 sensors fitted to all UK, European, Australia and Japanese pre EU-3 specification vehicles.
lNo sensors fitted to ROW vehicles.
The HO
2S monitor the oxygen content of the exhaust gases. By positioning the sensors one for each bank upstream
of the catalytic converter in the exhaust pipe, the ECM can control fuelling on each bank independently of the other.
This allows greater control of the air:fuel ratio and maintains optimum catalyst efficiency. On NAS vehicles the ECM
also uses two HO
2S positioned downstream of the catalytic converters in the exhaust pipe to monitor catalytic
converter efficiency. The ECM is able to achieve this by comparing the values of the upstream HO
2S and the down
stream sensor for the same bank. These comparative values form part of the ECM OBD strategy.
P code J2012 description Land Rover description
P0101 Mass or volume air flow circuit range/
performance problemLoad monitoring, the ratio of throttle position to air flow
P0122 TPS a circuit low input Signal < minimum threshold
P0123 TPS a circuit high input Signal > maximum threshold

ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-37
The ignition is calibrated to run on 95 RON premium fuel, but the system will run satisfactorily on 91 RON regular fuel.
If the vehicle is refuelled with a lower grade fuel, some audible detonation will initially be heard. This is non-damaging
and ceases when the system adaption is completed.
Input/Output
Because of the nature of its operation, the knock sensors do not require any electrical input source. The KS output
for LH bank (cylinders 1, 3, 5, 7) is measured via pin 49 of connector C0636 of the ECM. The KS output for RH bank
(cylinders 2, 4, 6, 8) is measured via pin 36 of connector C0636 of the ECM. Both knock sensors have a screened
earth to protect the integrity of the sensor signals. The KS earth for LH bank (cylinders 1, 3, 5, 7) is via pin 48 of
connector C0636 of the ECM. The KS earth for RH bank (cylinders 2, 4, 6, 8) is via pin 35 of connector C0636 of the
ECM.
The connector and sensor terminals are gold plated for corrosion and temperature resistance, care must be exercised
while probing the connector and sensor terminals.
The KS can fail the following ways or supply incorrect signal:
lSensor open circuit.
lShort circuit to vehicle battery supply.
lShort circuit to vehicle earth.
lFaulty component.
lIncorrectly tightened sensor.
In the event of a KS signal failure any of the following symptoms may be observed:
lKS disabled, the ECM refers to a 'safe ignition map'.
lRough running.
lEngine performance concern.
The ECM performs the following diagnostic checks to confirm correct knock sensor operation:
lKS signal level is less than the minimum threshold (dependent on engine speed) – the engine must be running,
coolant temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the KS
signal profile must be less than the threshold value at a given engine speed for a fault condition to be flagged
lKS signal is greater than the maximum threshold (dependent on engine speed) – the engine must be running,
coolant temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the KS
signal profile must be greater than the threshold value at a given engine speed for a fault condition to be flagged
lError counter for verification of knock internal circuitry exceeded – the engine must be running, coolant
temperature above 60
°C (140°F), number of camshaft revolutions since start greater than 50 and the error
counter greater than the threshold value at a given engine speed for a fault condition to be flagged
Should a malfunction of the component occur the following fault codes may be evident and can be retrieved by
TestBook:
P Code J2012 Description Land Rover Description
P0327 Knock sensor 1 circuit low input (bank 1 or single
sensor)LH bank signal less than threshold determined from
ECM model above 2200 rev/min
P0328 Knock sensor 1 circuit high input (bank 1 or
single sensor)LH bank signal greater than threshold determined from
ECM model above 2200 rev/min
P0332 Knock sensor 2 circuit low input (bank 2) RH bank signal less than threshold determined from
ECM model above 2200 rev/min
P0333 Knock sensor 2 circuit high input (bank 2) RH bank signal greater than threshold determined from
ECM model above 2200 rev/min

ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-43
Operation - engine management
Fuel quantity
The ECM controls engine fuel quantity by providing sequential injection to the cylinders. Sequential injection allows
each injector to deliver fuel to the cylinders in the required firing order.
To achieve optimum fuel quantity under all driving conditions, the ECM provides an adaptive fuel strategy.
Conditions
Adaptive fuel strategy must be maintained under all throttle positions except:
lCold starting.
lHot starting.
lWide open throttle.
lAcceleration.
All of the throttle positions mentioned above are deemed to be 'open loop'. Open loop fuelling does not rely on
information from the HO
2 sensors, but the air/ fuel ratio is set directly by the ECM. During cold start conditions the
ECM uses ECT information to allow more fuel to be injected into the cylinders to facilitate cold starting. This strategy
is maintained until the HO
2 sensors are at working temperature and can pass exhaust gas information to the ECM.
Because of the specific nature of the other functions e.g. hot starting, idle, wide open throttle, and acceleration they
also require an 'open loop' strategy. For NAS vehicles with secondary air injection for cold start conditions, refer to
the Emissions section.

+ EMISSION CONTROL - V8, DESCRIPTION AND OPERATION, Secondary air injection system.
Adaptive fuel strategy also allows for wear in the engine and components, as well as slight differences in component
signals, as no two components will give exactly the same readings.
Function
To be able to calculate the amount of fuel to be injected into each cylinder, the ECM needs to determine the amount
of air mass drawn into each cylinder. To perform this calculation, the ECM processes information from the following
sensors:
lMass air flow (MAF) sensor.
lCrank speed and position (CKP) sensor.
lEngine coolant temperature (ECT) sensor.
lThrottle position (TP) sensor.
During one engine revolution, 4 of the 8 cylinders draw in air. The ECM uses CKP sensor information to determine
that one engine revolution has taken place, and the MAF sensor information to determine how much air has been
drawn into engine. The amount of air drawn into each cylinder is therefore 1/4 of the total amount measured by the
ECM via the MAF sensor.
The ECM refers the measured air mass against a fuel quantity map in its memory and then supplies an earth path to
the relevant fuel injector for a period corresponding to the exact amount of fuel to be injected into the lower inlet
manifold. This fuel quantity is in direct relation to the air mass drawn into each cylinder to provide the optimum ratio.
During adaptive fuelling conditions, information from the heated oxygen sensors (HO
2S) is used by the ECM to correct
the fuel quantity to keep the air/ fuel ratio as close to the stoichiometric ideal as possible.

ENGINE MANAGEMENT SYSTEM - V8
18-2-52 DESCRIPTION AND OPERATION
Function
The illumination of the low fuel level warning lamp in the instrument cluster triggers the low fuel level signal to be sent
to the ECM. This signal is processed via pin 8 of connector C0637 of the ECM.
Should a misfire occur while the fuel level is low, the following fault code may be evident and can be retrieved by
TestBook.
Coolant temperature gauge signal
The ECM controls the temperature gauge in the instrument cluster. The ECM sends a coolant temperature signal to
the temperature gauge in the instrument cluster in the form of a PWM square wave signal.
The frequency of the signal determines the level of the temperature gauge.
Conditions
The ECM operates the PWM signal under the following parameters:
l-40
°C (-40 °F) = a pulse width of 768 µs.
l140
°C (284 °F) = a pulse width of 4848 µs.
Function
The coolant temperature signal is an output from the ECM to the instrument cluster. The coolant temperature signal
is generated via pin 44 of connector C0636 of the ECM.
The coolant temperature signal can fail in the following ways:
lWiring short circuit to vehicle supply.
lWiring short circuit to vehicle earth.
lWiring open circuit.
In the event of a coolant temperature signal failure any of the following symptoms may be observed:
lCoolant temperature gauge will read cold at all times.
lCoolant temperature warning lamp remains on at all times.
Controller Area Network (CAN) system
The controller area network (CAN) system is a high speed serial interface between the ECM and the Electronic
Automatic Transmission (EAT) ECU. The CAN system uses a 'data bus' to transmit information messages between
the ECM and the EAT ECU. Because there are only two components in this CAN system, one will transmit information
messages and the other will receive information messages, and vice-versa.
Conditions
The CAN system is used by the EAT ECU and the ECM for transmission of the following information:
lGearshift torque control information.
lEAT OBD information.
lMIL request.
lVehicle speed signal.
lEngine temperature.
lEngine torque and speed.
lGear selected.
lGear change information.
lAltitude adaptation factor
lAir intake temperature
lThrottle angle / pedal position
P Code J2012 Description Land Rover Description
P1319 Misfire detected at low fuel level Misfire detected with low fuel level

ENGINE MANAGEMENT SYSTEM - V8
DESCRIPTION AND OPERATION 18-2-53
Function
The CAN system uses a twisted pair of wires to form the 'data bus' to minimise electrical interference. This method of
serial interface is very reliable and very fast. The information messages are structured so that each of the receivers
(ECM or EAT ECU) is able to interpret and react to the messages sent.
The CAN 'data bus' is directly connected between pin 36 of connector C0637 of the ECM and pin 16 of connector
C0193 at the EAT ECU, and pin 37 of connector C0637 of the ECM and pin 44 of connector C0193 at the EAT ECU.
The CAN system can fail in the following ways:
lCAN data bus wiring open circuit.
lCAN data bus wiring short circuit.
In the event of a CAN data bus failure any of the following symptoms may be observed:
lMIL illuminated after 2 drive cycles (NAS only).
lEAT defaults to 3rd gear only.
lHarsh gearshifts.
l'Sport' and 'manual' lights flash alternately.
Should a malfunction of the component occur the following fault codes may be evident and can be retrieved by
TestBook.
Drive cycles
The following are the TestBook drive cycles:

Drive cycle A:
1Switch on the ignition for 30 seconds.
2Ensure engine coolant temperature is less than 60
°C (140°F).
3Start the engine and allow to idle for 2 minutes.
4Connect TestBook and check for fault codes.

Drive cycle B:
1Switch ignition on for 30 seconds.
2Ensure engine coolant temperature is less than 60
°C (140°F).
3Start the engine and allow to idle for 2 minutes.
4Perform 2 light accelerations (0 to 35 mph (0 to 60 km/h) with light pedal pressure).
5Perform 2 medium accelerations (0 to 45 mph (0 to 70 km/h) with moderate pedal pressure).
6Perform 2 hard accelerations (0 to 55 mph (0 to 90 km/h) with heavy pedal pressure).
7Allow engine to idle for 2 minutes.
8Connect TestBook and with the engine still running, check for fault codes.
P Code J2012 Description Land Rover Description
P0600 Serial communication link malfunction CAN time out
P1776 Transmission control system torque interface
malfunctionEAT torque interface error

ENGINE MANAGEMENT SYSTEM - V8
18-2-54 DESCRIPTION AND OPERATION

Drive cycle C:
1Switch ignition on for 30 seconds.
2Ensure engine coolant temperature is less than 60
°C (140°F).
3Start the engine and allow to idle for 2 minutes.
4Perform 2 light accelerations (0 to 35 mph (0 to 60 km/h) with light pedal pressure).
5Perform 2 medium accelerations (0 to 45 mph (0 to 70 km/h) with moderate pedal pressure).
6Perform 2 hard accelerations (0 to 55 mph (0 to 90 km/h) with heavy pedal pressure).
7Cruise at 60 mph (100 km/h) for 8 minutes.
8Cruise at 50 mph (80 km/h) for 3 minutes.
9Allow engine to idle for 3 minutes.
10Connect TestBook and with the engine still running, check for fault codes.
NOTE: The following areas have an associated readiness test which must be flagged as complete, before a problem
resolution can be verified:
lcatalytic converter fault;
lEvaporative loss system fault;
lHO
2 sensor fault;
lHO
2 sensor heater fault.
When carrying out a drive cycle C to determine a fault in any of the above areas, select the readiness test icon to
verify that the test has been flagged as complete.

Drive cycle D:
1Switch ignition on for 30 seconds.
2Ensure engine coolant temperature is less than 35
°C (95°F).
3Start the engine and allow to idle for 2 minutes.
4Perform 2 light accelerations (0 to 35 mph (0 to 60 km/h) with light pedal pressure).
5Perform 2 medium accelerations (0 to 45 mph (0 to 70 km/h) with moderate pedal pressure).
6Perform 2 hard accelerations (0 to 55 mph (0 to 90 km/h) with heavy pedal pressure).
7Cruise at 60 mph (100 km/h) for 5 minutes.
8Cruise at 50 mph (80 km/h) for 5 minutes.
9Cruise at 35 mph (60 km/h) for 5 minutes.
10Allow engine to idle for 2 minutes.
11Connect TestBook and check for fault codes.

Drive cycle E:
1Ensure fuel tank is at least a quarter full.
2Carry out Drive Cycle A.
3Switch off ignition.
4Leave vehicle undisturbed for 20 minutes.
5Switch on ignition.
6Connect TestBook and check for fault codes.

ENGINE MANAGEMENT SYSTEM - V8
REPAIRS 18-2-73
5.Remove 2 nuts and release ECM from studs
and location on 'A' post lower panel.
6.Lower ECM into footwell and disconnect 5
multiplugs.
7.Remove ECM.
Refit
1.Position new ECM and connect multiplugs.
2.Fit ECM and secure with nuts.
3.Fit lower trim panel to 'A' post and secure with
fixings.
4.Fit diagnostic socket to closing panel, fit closing
panel and secure with fixings.
5.Connect battery earth lead.
6.Fit battery cover and secure with fixings.
7.Programme ECM and reset adaptions using
TestBook.
Sensor - engine coolant temperature
(ECT)
$% 18.30.10
Remove
1.Release turnbuckles and remove battery cover.
2.Disconnect battery earth lead.
3.Remove auxiliary drive belt.

+ CHARGING AND STARTING,
REPAIRS, Belt - auxiliary drive.
4.Remove 2 bolts securing alternator, release
alternator from support bracket and position
aside.

ENGINE MANAGEMENT SYSTEM - V8
REPAIRS 18-2-75
4.Fit CKP sensor heat shield and secure with
bolts.
5.Fit underbelly panel and secure with fixings.
6.Remove stand(s) and lower vehicle.
7.Connect battery earth lead.
8.Fit battery cover and secure the fixings.
9.Reset adaptions using TestBook.
Sensor - radiator temperature
$% 18.30.20
Remove
1.Disconnect battery earth lead.
2.Position container to collect coolant spillage.
3.Disconnect multiplug from sensor.
4.Remove sensor and discard sealing washer.
Refit
1.Fit new sealing washer to sensor.
2.Fit and tighten sensor.
3.Connect multiplug to sensor.
4.Refill cooling system.
5.Connect battery earth lead.