length LAND ROVER FRELANDER 2 2006 Repair Manual

Reel Mount ing - Center Rear Seat Bel t
Buckl e Mount ing - Cent er Rear s eat Belt
1. Ful ly ext end each s afet y belt and check that it returns unas s is ted; repeat for al l bel ts .
2. Check ent ire length of safet y belt webbing for s igns of frayi ng or damage: repeat for al l bel ts .
3. Connect each safet y belt t o t he correct buckl e, check s afety bel t buckle and tongue are s ecure; check t hat bucklerel eas es t ongue correct ly.
4. Check al l safet y belt and buckle mount ings and fi xings for s ecurit y.

Reel Mount ing - Center Rear Seat Bel t
Buckl e Mount ing - Cent er Rear s eat Belt
1.
Ful ly ext end each s afet y belt and check that it returns unas s is ted; repeat for al l bel ts .
2. Check ent ire length of safet y belt webbing for s igns of frayi ng or damage: repeat f or al l bel ts .
3. Connect each safet y belt t o t he correct buckl e, check s afety bel t buckle and tongue are s ecure; check t hat buckle
rel eas es t ongue correct ly.
4. Check al l safet y belt and buckle mount ings and fi xings for s ecurit y.

Publi s hed: 23-Aug-2011
Engine - I6 3.2L Petrol -
Lubricants, Fluids, Sealers and AdhesivesDescriptionLand Rover Part No.
Cam cover to cyli nder head jointLR006801 (Loct it e 510)
Bedplate to oi l s umpSTC50550Block t o bedpl ateSTC50550
Engine oil - NAS, Mi ddl e Eas t and Nort h Africa Models5W /30 - ACEA A1 + ILSAC GF-3 or ILSAC GF-3*
Engine oil - ROW Models0W /30 - ACEA A5/B5The recommended oil change i nterval for ILSAC GF-3 is 5000 mi les .
C apacities
ItemCapacity (liters/pints/USquarts)
Dry fi ll i ncludi ng fi lt er9.3/16.4/9.8
Service fil l - includes fi lt er7.7/13.6/8.1Amount of oil required t o bri ng the level from the lower to the upper mark on thedips t ick0.8/1.4/0.9
General Specification
ItemSpecificationType3.2 li ter, inli ne 6 nat urall y aspi rat ed pet rol engine, twi n overheadcams haft s, 4 val ves per cylinderCyli nder arrangementInli ne 6
Cyli nder numberi ng1-6 from front of engine
Bore - nominal84.0 mm (3.307 in)St roke96.0 mm (3.779 in)
Capaci ty3192 cm³ (195.8 i n³)
Firing order1 - 5 - 3 - 6 - 2 - 4Compres s ion rati o10.8:1
Di recti on of rotat ionCl ockwis e from front of engi ne
Maximum power171 kW (230 hp) @ 6300rpmMaximum t orque317 Nm (234 lb-ft ) @ 3200rpm
Engine oil pressure*:
At 800 rev/min1.03 bar/103 kPa/15 lb/in²At 4000 rev/min3.45 bar/345 kPa/50 lb/in²
Oil pump
Oi l pump to cranks haft clearance0.087mm ±0.022 mm (0.00343 i n ± 0.000866 i n)Maximum permissible cylinder head w arp:
Over head length0.05 mm (0.00196 i n)
Over head widt h0.03 mm (0.00118 i n)Cyli nder head height149.4 mm ± 0.15 mm (5.882 in ± 0.0059 i n)
Maximum permi s si ble amount t o be removedduri ng s ki mmi ng0.3 mm (0.0118 in)
Main bearing journals:
Number7
Di amet er s tandard65 mm + 0.004 - 0.015 mm (2.55 in + 0.000157 - 0.000590 in)Maximum diamet er variat ion0.006 mm (0.000236 in)
Big end journals:
Di amet er s tandard50 mm + 0.004 - 0.015 mm (1.96 in + 0.000157 - 0.000590 in)Maximum diamet er variat ion0.01 mm (0.000393 i n)
Camshaft:
Number of bearings7 per cams haftT appets+:
InletHydrauli c
Exhaus t +GradedValves:
Valve clearance - Exhaus t0.45mm ±0.05 mm (0.0177 in ± 0.00196 in)
Lengt h - i nlet valve106.19 mm ± 0.07 mm (4.18 in ± 0.0275 i n)Lengt h - exhaus t valve129.96 mm ± 0.07 mm (5.12 in ± 0.0275 i n)
Seat angl e45° ± 0.01°
Head diamet er - inlet valve33 mm ± 0.15 mm (1.29 in ± 0.0590 i n)Head diamet er - exhaus t val ve28 mm ± 0.15 mm (1.10 in ± 0.0590 i n)
St em diamet er - inlet valve5.97 mm + 0 -.015 mm (0.235 in + 0 -000590 i n)
St em diamet er - exhaus t val ve5.962 mm +0 -0.007 mm (0.234 in +0 -0.000275 i n)St em t o guide clearance - i nlet val ve50-70 µm
St em t o guide clearance - exhaus t valve50-70 µm
Valve springs:TypeConical
Lengt h (free)45 mm (1.77 in)
* Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometres) must be carried out. Do notattempt to attain normal engine operating temperature by allowing the engine to idle.
+ T here are 50 different thicknesses of graded tappet available ranging from 2.950mm to 3.685 mm (0.116 in to0.145 in) rising in increments of 0.015 mm (0.0005 in).
Torque Specifications

5-Bolt (2 of)6-Variable tract valveThe intake manifold att aches t o t he cylinder head wit h 6 bolt s and t he oil pan with 2 bolt s .
The manifold is capable of varying both int ake tract length and plenum volume by means of 2 separat e valves .
At low engine s peeds , long int ake tract s are ut iliz ed to provide opt imum engine t orque. Short er t racts are us ed at medium s peeds ,again, t o optimiz e engine t orque for t he exist ing engine s peed range.
At higher engine s peeds the benefit s of opt imizing t he t ract lengt hs are outweighed by the necess it y of maintaining anappropriate supply of air to meet t he engines requirement s . Therefore, t he plenum valve is opened t o create a s ingle, largeplenum volume to provide t he maximum quant ity of air t o charge the engines cylinders.For addit ional information, refer t o: Int ake Air Dis tribut ion and Filtering (303-12A Int ake Air Dis t ribution and Filt ering - I6 3.2LPet rol, Des cript ion and O perat ion).
Exhaust Manifold
ItemPart NumberDescription1-Exhaus t manifold as sembly2-Gas ket3-Exhaus t manifold - cylinders 1 t o 34-Exhaus t manifold - cylinders 4 t o 6The exhaus t manifold compris es 2 s eparat e manifold as semblies . One manifold is us ed for cylinders 1 t o 3 and t he secondmanifold is us ed for cylinders 4 t o 6. The manifolds are sealed t o the cylinder head wit h a gas ket and s ecured with 14 bolts .
Each manifold comprises 3 fabricat ed branches , which merge int o an int egral cat alyt ic convert er. A t hreaded bos s is posit ionedwhere t he 3 branches merge and provides for t he fit ment of a pre-catalyst Heat ed O xygen Sens or (HO2S). The cat alyt ic convert erout let s have offset flanges which mat e wit h corresponding flanges on t he front s ect ion exhaust s ys t em.
A bracket on each out let flange allows for t he at t achment of an exhaus t manifold heat shield.
CRANKSHAFT, BEDPLATE AND OIL PAN COMPONENTS
The crankshaft and oil pan components are:
Cranks haft and main bearingsCranks haft vibrat ion damper and cooling valveBedplat eO il filter and cooler ass emblyO il pump ass emblyO il pick-upO il panO il level gageSt art er mot or
Crankshaft and Main Bearings

ItemPart NumberDescription
1-Exhaus t cams haft2-Intake cams haft
3-No. 3 bearing (end-fl oat control)
4-Si ngl e row t imi ng chai n5-Exhaus t cams haft pull ey
The int ake and exhaus t cams haft s are manufactured from cast -iron. The 2 cams haft s are mount ed between the s t ructuralcamshaft cover and cyl inder head, wit h each camshaft locat ed i n 5 machined beari ng hous i ngs . Shel l bearings are not us edin the beari ng housi ngs , t he camshafts run direct ly in t he alumi num beari ng. Lateral movement of t he camshaft s i scont rol led by No. 3 cams haft beari ng, and i s not adjust able. The bearing is manufactured on both camshaft s t o provi de thecorrect end-float.
• NOTE: In product ion, t he camshaft end-fl oat i s 0.070 mm t o 0.168 mm (0.003 in t o 0.007 in). In s ervi ce, if t he end-floatis out of s peci fi cat ion t he cams haft(s ) and/or cyli nder head and s t ructural cams haft cover may requi re renewal.
Each cams haft has 8 machi ned lobes formed in pai rs al ong the length of t he cams haft. The cams haft lobes operat e t heinl et and exhaust valves t hrough hydraulic las h adjus ters and rol ler-t ype finger levers
A s pur gear wi th 19 teet h is formed on t he front end of each cams haft. The 2 gears are joined by a 40-li nk s ingle rowt imi ng chai n. The 2 cams haft gears are marked wit h a ti ming mark t hat coi ncides wi th the 2 col ored l inks on t he camshaftt imi ng chai n. A dri ve sl ot is formed in t he rear end of each camshaft to provi de t he drive to t he flange mounted vacuumpump and high-pres sure fuel pump. The vacuum pump is driven by t he inl et cams haft ; the hi gh-pres s ure fuel pump isdri ven by the exhaust cams haft .
The exhaus t camshaft is driven by t he cranks haft drive gear vi a a toothed t iming belt . The exhaus t camshaft pul leycont ains 42 t eeth and is keyed and bol ted to t he front of the exhaust cams haft . The int ake cams haft i s dri ven by theexhaus t camshaft vi a t he s ingle row chain.
The exhaus t camshaft pul ley i s manufactured wit h cut-out s and a not ch in the center hub. The cut -out s form t he t argetarea for the CMP s ens or. The not ch provides the locat ion for a cams haft t imi ng pin speci al tool. The s peci al tool is us ed i nconjunct ion wi th other s pecial t ool s t o s et the exhaus t cams haft duri ng engi ne ti ming.
For furt her det ail s on s ett ing t he engine valve t imi ng, refer t o t he rel evant Service Repair Procedures (SRP) manual.
Engi ne Valve Ti ming
The valve t imi ng val ues are s hown i n t he fol lowing t able:
ValvePositionInlet val ve opens15 degrees BTDC
Inlet val ve clos es12 degrees ABDC
Exhaus t valve opens23 degrees BBDCExhaus t valve clos es17 degrees ATDC
Key:
BTDC = Before Top Dead Cent erABDC = Aft er Bot t om Dead CenterBBDC = Before Bot t om Dead CenterATDC = Aft er Top Dead Cent er.
Camshaft Position (CMP) Sensor

A polyfibre porous duct provi di ng low int ake noi se, di rects ai r into the bas e of t he ri gid i njecti on-molded ai r fi lt er hous ing.The fi lt er hous ing is s upported on 4 elas tomer mount ings t o mi ni mi ze noi se transmis si on t o t he vehi cl e's body s truct ure. Aone-way drai n valve, incorporat ed in t he bas e of the fil ter hous ing, releas es any water t hat may have ent ered t he s yst em.Int ake air i s cl eaned as it pas ses t hrough an oi l-soaked fi lt er el ement which offers minimal obs truct ion to t he flow of ai r.
Clean ai r pas s es through the Mas s Ai r Fl ow (MAF) sens or and al ong a s ealed polypropylene duct to t he t hrot tl e body andint ake manifol d. The cl ean air duct features a s ingle quart er-wave res onator t ube to enhance engi ne sound quali ty duringint ake manifol d t ract s wit chi ng event s.
Computat ional flui d dynami cs were ext ens i vel y used in t he desi gn and refinement of the sys tem t o mi ni mize ai r-pres s uredrop.
The int ake manifol d i s capable of varyi ng bot h i ntake t ract length and pl enum volume. Two s eparate val ves cont rol thes efeat ures :
t he variable tract valve, andt he variable pl enum valve
Int ake Manifol d
ItemPart NumberDescription
1-Int ake manifol d2-Variable plenum valve
3-Variable tract valve
At low engi ne s peeds , long i nt ake tract s are functi oned to provi de opti mum engine torque; s hort er t ract s are us ed atmedium s peeds , agai n t o opti mize engine t orque for the exis t ing engine s peed range.
At higher engi ne s peeds t he benefit s of opt imizing t he t ract lengths are outwei ghed by neces si ty of mai ntai ni ng anappropri at e s upply of air t o meet t he engi ne's requi rements . Therefore, the pl enum val ve is opened t o create a s ingle,large plenum volume to provide t he maximum quant it y of air t o charge t he engi ne's cylinders .
Variable Induction System Functionality
Engine SpeedT ract ValvePlenum ValveEffectBelow 3800 rev/mClos edCl os edLong t racts
Between 3800 – 4800 rev/mi nOpenCl os edShort tract s
Above 4800 rev/minOpenOpenOpen pl enum
PRINCIPLE OF OPERATION
Low Engine Speed
• NOTE: Both throt t les clos ed. The ai r is routed t he long way.

The inject ors recei ve a fus ed bat tery vol tage s upply via the main relay. The ECM operates t he i nject ors by groundi ngs olenoi d valves in the injector. W hen t he ground is appl ied t he s olenoi d valve operat es and the injector s prays pres s uri zedfuel from the fuel rail i nt o t he cyl inder int ake ports . The amount of fuel injected and the t iming of t he inject ion peri od iscont rol led by t he ECM us ing dat a from other s ens ors .
The ECM can monit or the injector operat ion by moni toring t he ground l ine from the i njector. Each i njector can be diagnosedby t he ECM and faul t codes s t ored. The codes can be read us ing a Land Rover approved diagnos t ic s ys tem.
Variable Intake System (VIS)
The VIS changes the length of t he inl et manifol d us ing t wo ECM controll ed act uators which move flaps t o cont rol t he airfl ow. The act uators operate s i ngul arly or t oget her to adjust t he l engt h of the inlet t ract.
Us ing an 'H' bridge, the intake and pl enum act uator's i nt ernal electroni cs changes the act uat or motor's polarit y andt herefore the flap pos it ion. At each fl ap pos i ti on change, the DC act uator mot or i s powered for approxi matel y 0.5 seconds .The worm gear des ign ens ures t hat the flap remains in t he desi red pos it ion, even when the el ect ri c mot ors are notpowered.
Int ake Tract Variabl e Manifol d
The ECM controls t he posi ti on of the flaps by modul at ing the relevant act uat or's cont rol s ignal. If the s ignal s hi ft s from low(approxi mately 1 volt ) to hi gh (approxi matel y 10 volt s) t he i nt ernal electroni cs interpret i t as the flap must cl os e. If thes ignal shi ft s from hi gh to low, t he fl ap mus t open.
At engi ne s peeds of l es s t han 3800 rpm both the i ntake and plenum flaps are clos ed. At engine s peeds of approxi matel y3800 rpm and higher the i ntake flap begins t o open, effecti vel y s hort eni ng the length of t he int ake manifol d. At engi nes peeds of 4800 rpm or higher bot h t he int ake and plenum flaps are open, providi ng the short es t length of i ntake manifold.
VIS Flap Functionality
Engine SpeedIntake T ract FlapPlenum Intake FlapEffectLess than 3800 rpmClos edClos edLong tract s
3800 t o 4800 rpmOpenClos edShort t racts
More than 4800 rpmOpenOpenOpen plenumPlenum Variable Int ake Mani fold
The ECM di agnos es vi a t he act uator i f the flap has as s umed the correct pos i ti on. It does this , by compari ng the des ired airfl ow wi th the act ual air flow. A fault code is st ored i f the deviat ions are outs ide t he t olerances. The codes can be readus ing a Land Rover approved di agnos ti c s ys t em.
If an act uat or fai ls and t he flap i s in the open pos it ion, it i s not pos s ible to remove t he act uator and flap as sembl y fromt he inlet mani fold. A smal l indentat ion on t he body of the actuat or al lows for a 3 mm Al len key t o be pus hed through t het hi n membrane wall of the act uat or hous ing. The All en key can be engaged i n t he spi ndl e of t he act uat or mot or whi chall ows the flap to be turned to the clos ed pos it ion and cons equent ly the actuat or and flap as s embly can t hen be removedfrom the i ntake manifold.
Purge Valve

no s afet y margi n is required to counter expans i on. The i dl er wheel s for s ingl e and doubl e s ynchronizat ion have no cones .An i nner ring on t he s ynchroni zer unit performs thi s functi on ins tead.
Transmission Gear Cluster
ItemPart NumberDescriptionA-Input s haft
B-Int ermedi at e s haft 1s t t o 2nd, 5t h t o 6th
C-Int ermedi at e s haft 3rd t o 4thD-Reverse s haft
1-Reverse fi nal gear
2-Reverse idler gear3-Reverse gear coupl ing s l eeve
4-Final gear - Di fferenti al
5-2nd gear - i dle gear6-5th gear
7-6th gear
8-6th gear - i dl e gear9-5th to 6t h gear coupli ng s leeve
10-4th gear - i dl e gear
11-5th gear - i dl e gear12-3rd to 4t h gear coupli ng s leeve
13-4th gear
14-2nd gear pat h15-1st gear path
16-3rd gear - i dl e gear
17-3rd to 4t h final gear pini on18-3rd gear
19-1st to 2nd gear coupl ing s leeve
20-1st to 2nd and 5t h t o 6t h fi nal gear pinion21-1st gear - i dl e gear
The gear wheels are l ocat ed on four s haft s, as foll ows:
Input s haftInt ermedi at e s haft 1-2, 5-6Int ermedi at e s haft 3-4Revers e s haft.
In order to keep the s haft s s hort , the clut ch gears are welded direct ly to t he i dl er wheel and needle beari ngs wit h innerri ngs are us ed i ns t ead of snap rings . The inner ri ngs s i t on the shaft ins ide t he idl er gears and ext end lengthwi se out s ideeach idler gear. W hen the component s on t he s hafts are pull ed t oget her t he i nner rings count erhold, s o t hat t he idl erwheels have t he cl earance that t hey requi re to rot at e. The components of t he i nput shaft s are pul led t oget her wit h a boltlocated i n t he end of the shaft . Component s of int ermediat e s haft 3rd -4t h are hel d t oget her wit h a pres s joint and a bol tlocated i n t he end of the shaft . The component s of intermediat e s haft 1st -2nd, 5t h -6th are held together wi th the pres s

Publi s hed: 11-May-2011
Module Communications Network - Communications Network
Des cript ion and Operat ion
OVERVIEW
A number of different t ypes of communicati on network are incorporated into the vehicle wiring harnes s es for t het ransmis s ion of commands and informat ion between control modul es. The confi gurati on ins tal led on a parti cul ar vehicl edepends on t he model and equi pment level .
The communicati on net works avail abl e on t he vehi cl e are:
Local Int erconnect Network (LIN) busMedium speed Controll er Area Network (CAN) busHigh speed CAN busMedia O rient ated Sys tem Trans port (MO ST) ring
BusBaud Rate
LIN bus9.6 kbit s /s
Medium s peed CAN bus125 kbi ts /sHi gh Speed CAN bus500 kbi ts /s
MOST ring24 Mbit s/s
LOCAL INTERCONNECT NETWORK BUS
The Local Int erconnect Network (LIN) bus is a low s peed broadcas t net work that employs mas ter and s lave component s .The mas ter component t rans mit s a mess age along a si ngle wi re to the s lave component s i dent ifyi ng which s lave i s t ores pond. The mes s age has a header (s lave ident ifi er) and an empt y data fi eld. The identi fi ed s lave component fi ll s thedata fiel d wi th t he relevant i nformat ion and ret urns a mes s age to the mast er component along t he s ame wire.
CONTROLLER AREA NETWORK BUS
The Control ler Area Network (CAN) bus i s a high speed broadcast net work where cont rol modules aut omat icall y t rans mitinformat ion every few micros econds . Informati on is broadcas t down a pair of t wis t ed wires, known as 'CAN high' and 'CANlow'. Informat ion i s transmit ted on t he CAN bus as a vol tage di fference bet ween t he 2 wi res .
Two CAN bus net works are used on the vehicle; medi um s peed and high s peed, wi th the Cent ral Juncti on Box (CJB) acti ngas a gat eway bet ween t he 2 networks . The t abl e below shows t he wi re colors us ed on both net works .
Netw orkHighLow
Medium SpeedGrey and orangeViol et and orange
Hi gh SpeedW hit e and bl ueW hi te
MEDIA ORIENTATED SYSTEM TRANSPORT (MOST) RING
The Media O rient ated Sys tem Trans port (MO ST) ring us es fiber opt ic cables t o t rans port data and audio s ignal s around t heinformat ion and ent ertai nment sys tem. The fiber opti c cabl es are arranged in a ri ng, wit h each uni t on t he ri ng havi ng a'MOST in' and 'MOST out ' connect ion.
The MOST ring i s a s ynchronous net work. A t imi ng mas ter s uppl ies t he clock and all ot her component s on t he ri ngs ynchronize t heir operat ion t o t hi s clock. The t iming mas t er for the MOST ri ng is the i ntegrat ed cont rol module.
W hen handli ng MOST fiber opt ic cables t he fol lowi ng precaut ions s houl d be obs erved:
Aft er dis connect ion of any cables careful ly i nst all appropri ate dus t caps to protect the mati ng faces of theconnectors from damage and contami nat ion.Avoi d i nt roducing bends of les s t han 25 mm (0.98 inches ) radi us or ki nks int o the fiber opti c cabl e duri ng s ervice orrepair. Tight bends or kinks could i mpair operat ion, caus e immediate s ys t em failure, or future s ys t em fail ure.Avoi d exces s ive force, st rai n or s tress on the fibers or connect ors es peci ally permanent st res s after rei nst all at ion.
Ring Break Diag nostics
Incorporat ed i nt o t he Auxili ary Junct ion Box (AJB) is a Ri ng Break Di agnos ti cs (RBD) l ink. The RBD li nk hous es a copper linkwhich when removed init iat es the ri ng break diagnost ics mode. The ri ng break di agnosti cs mode allows the t echni ci an tolocate an opt ical fi ber break in t he MOST ring. To i nit iate the ring break diagnos t ics mode, carry out t he fol lowi ng proces s :
Connect t he Land Rover approved di agnos ti c s yst em.Ensure t he vehi cl e is in power mode 4 or great er.Remove the RBD li nk for t he length of ti me s peci fi ed by the Land Rover approved di agnos ti c s ys t em.Replace the RBD li nk.
Aft er approxi matel y 30 s econds a Di agnos t ic Trouble Code (DTC) wi ll be logged i n the Int egrated Cont rol Modul e,identi fyi ng the l ocat ion of t he faul t. The DTC can be read and int errogat ed usi ng t he Land Rover approved di agnos ti cs ys t em.
CONTROL DIAGRAM - LIN BUS (SHEET 1 OF 2)
• NOTE: O = LIN bus

glue l ined heat s hrink s l eeve s o t hat the wiri ng harnes s ins ulat ion becomes damaged.
Two s izes of heat shrink s leeving are s uppl ied i n t he wiring harnes s repai r ki t. Each heat shrink s leeve cont ains a seal antglue. Thes e must be us ed when connect ing wi ri ng harness (s) or el ect ri cal connector termi nal (s ) at all t imes . The s mall erdiamet er heat s hri nk sl eeve is t o be us ed wi th the red and blue but t spl ice connectors and t he larger diamet er sl eeve wit ht he yel low but t s pl ice connect ors .
For eas e and s peed, s ome of t he pre-terminat ed wiring harnes s (s ) may al ready have the ins ul ati on part ly s t ripped at t hes plice end. If t he repai r requires ins ul ati on to be s tripped from the cable, refer to the Relat ions hip Table for the correctlength of ins ul ati on to be s tripped.
The Pre-Termi nat ed W i ri ng Harnes s(s ) il lus trati on shows t he elect rical connector t ermi nal t ype, t he part number of thepre-terminat ed wiring harnes s and t he let ter of t he ext ractor t ip which mus t be us ed to ext ract t he elect rical connect ort ermi nal from the connect or hous ing. Addi ti onal ly, t hos e el ect ri cal connector t ermi nal (s ) which are gold are i dent ified, allothers are t herefore, ti nned and not gold.
W i ri ng Harnes s Cabl e Ident ificati on Sleeves
A s electi on of col ored s leeves are cont ai ned in the wi ri ng harness repair kit for maint ai ning t he wi ring harnes s cableidenti fi cat ion on the pre-t ermi nat ed wi ri ng harness . Place t he correct col ored s l eeve(s ) over the pre-t ermi nat ed wi ri ngharnes s ins ulati on as near to the el ect ri cal connector as pos si ble wi th the main wi ri ng harness cable col or neares t t o t heelectrical connect or.
For example, i f the original wi ring harnes s cable color i s pink wi th a black t race put the pi nk wiring harnes s cableidenti fi cat ion s l eeve on the pre-t ermi nat ed wi ring harnes s firs t foll owed by a bl ack s l eeve, and s lide bot h along t he wi ri ngharnes s cabl e to the el ect ri cal connector t ermi nal.
Extraction Handle and Tips
The extract ion handle, in conjuncti on wit h t he correct t ip, is used t o remove a t ermi nal from an electrical connect or. Eacht ip contained i n t he wiring harnes s repai r kit is marked wi th an identi fi cat ion l etter, A t o K inclus ive. Each t ip has beens pecial ly des igned t o extract a parti cul ar t ype of electrical connect or terminal. The us e of any other t ool i s notrecommended and is liabl e to caus e damage t o t he electrical connect or. The t ip i s fas t ened to t he handle by a screw whichholds t he ti p firmly yet all ows it to be eas il y repl aced.
Extract ion Handle and Ti ps
Insulation Stripper
The moving jaw has an adjus t er wheel which has a series of holes i n it . Turning the wheel and placing t he cabl e in themat chi ng si ze hole wi ll automat icall y adjus t the jaw t o t he correct pres s ure. Note that s ome wi ri ng harness (s ) may have aharder ins ulati on and s li ght adjus t ment of the wheel may be needed to make a clean st ri p but exerci se care not to damaget he wire.
Ins ulat ion St ri pper