Electronic Engine Controls - v8 4.4l Petrol Land Rover Range Rover Sport I

SPECIFICATIONS

LUBRICANTS

GENERAL SPECIFICATION

TORQUE SPECIFICATIONS

4.4 Liter Electronic Engine Controls-Component Location (Sheet 1 Of 2)

Scheme 61

4.4 Liter Electronic Engine Controls-Component Location (Sheet 2 Of 2)

4.4 Liter Electronic Engine Controls-Input Control Diagram (Sheet 1 of 2)

Scheme 62

4.4 Liter Electronic Engine Controls-Control Diagram (Sheet 2 Of 2)

Note. A= Hardwired D= controller area network (CAN)

Scheme 63

GENERAL

The V8 4.4 Liter engine is controlled by a ECM manufactured by DENSO. The Engine Management System (EMS) controls the following

1. Engine fueling
2. Ignition timing
3. Closed loop fueling
4. Knock control
5. Idle speed control
6. Emission control
7. On Board Diagnostic
8. Interface with the immobilization system
9. Speed control

The ECM controls the engine fueling by providing sequential fuel injection to all cylinders. Ignition is controlled by a direct ignition system, provided by eight plug top coils. 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 the driver and other vehicle control modules. The EMS uses various sensors to determine the torque required from the engine. The EMS also interfaces with other vehicle electronic control modules's, via the CAN bus, to obtain additional information (e.g. road speed from the ABS control module). The EMS processes these signals and decides how much torque to generate. Torque is then generated by using various actuators to supply air, fuel and spark to the engine (electronic throttle, injectors, coils, etc.).

ENGINE CONTROL MODULE (ECM)

The ECM is located in the E-Box in the plenum area on the passenger side of the engine compartment attached to the bulkhead.

The ECM has the following inputs

1. RCM
2. Park/neutral switch
3. Ignition coil feedback x2
4. Fuel rail temperature
5. Mass air flow
6. Engine speed
7. Camshaft position x2
8. Driver demand
9. Brake pedal position switch
10. Speed control switches
11. Generator load
12. Oxygen sensors pre catalyst x2
13. Oxygen sensors post catalyst x2
14. Throttle position
15. Cooling fan speed
16. Ignition switch position
17. Knock sensors x2
18. MAP
19. Coolant temperature
20. Engine oil temperature

The ECM outputs to the following

1. Throttle Actuator
2. Brake vacuum pump relay
3. Ignition coils (x8)
4. Oxygen sensor heaters (4)
5. Fuel injectors (8)
6. Purge Valve
7. Engine Cooling Fan
8. Fuel pump relay
9. Starter Relay
10. EMS Main Relay
11. Viscous Fan Control
12. Generator Control
13. Diagnostic Module Tank Leakage (DMTL) (NAS Only)
14. E box fan

ECM Connector C0634 Pin Out Table

ECM Connector C0635 Pin Out Table

CRANKSHAFT POSITION SENSOR (CKP)

The crankshaft position sensor is mounted at the rear underside of the engine near the transmission bell housing. Connection between the sensor and the harness is via a link harness and a two-way connector. Both wires go directly to the ECM. The sensor produces the signal which enables the ECM to determine the angle of the crankshaft, and the engine rpm. From this, the point of ignition, fuel injection, etc. is calculated. If the signal wires are reversed a 3 degrees advance in timing will occur, as the electronics within the ECM uses the falling edge of the signal waveform as its reference/timing point for each tooth.

The reluctor is pressed into the flywheel and has a "tooth" pattern based on 36 teeth at 10° intervals and approximately 5° wide: one of the teeth is removed to provide a hardware reference mark which is 30 degrees before top dead center (BTDC) No. 1 cylinder. Because of the crankshaft sensor's orientation, the target wheel uses windows stamped into the face, rather than actual teeth.

The sensor operates by generating an output voltage caused by the change in magnetic field that occurs as the windows pass in front of the sensor. The output voltage varies with the speed of the windows passing the sensor, the higher the engine speed, the higher the output voltage. Note that the output is also dependent on the air gap between the sensor and the teeth (the larger the gap, the weaker the signal, the lower the output voltage). The ECM transmits the engine speed to other vehicle control modules on CAN.

Scheme 64

Two sensors are located at the rear of the engine, in the cylinder head (one per bank), above the rear cylinders. The sensors are Variable Reluctor Sensor (VRS) type, producing four pulses for every two engine revolutions. The sensing element is positioned between 0 and 2mm from the side of the cam gear wheel.

The camshaft timing wheel is a centered component which has four teeth on it to enable the EMS to detect cylinder identification. The signal is used for

1. Cylinder recognition
2. Enabling sequential fuel injection
3. Knock control
4. Cylinder identification for diagnostic purposes.

Failure symptoms include

1. Ignition timing reverting to the base mapping, with no cylinder correction.
2. Active knock control is disabled, along with its diagnostic (Safe ignition map - loss of performance).
3. Quick cam/crank synchronization on start disabled.

Scheme 65

The sensor is located at the front of the engine in the water pipe below the throttle body. The ECT sensor is a thermistor used to monitor the engine coolant temperature. The engine coolant temperature sensor is vital to the correct running of the engine as a richer mixture is required at lower block temperatures for good quality starts and smooth running, leaning off as the temperature rises to maintain emissions and performance.

The sensor has an operating temperature range of -30 Degrees Celsius to 125 Degrees Celsius. When a defective coolant sensor is detected, the ECM uses the oil temperature sensor value.

ENGINE OIL TEMPERATURE SENSOR

Oil temperature is monitored through a temperature sensor mounted in the oil system. This component is a negative temperature coefficient (NTC). The sensor is mounted next to the oil pressure sensor at the front of the engine and locates into the oil filter bracket.

FUEL RAIL TEMPERATURE SENSOR

The fuel rail temperature sensor measures the temperature of the fuel in the fuel rail. This input is then used to deliver the correct quantity of fuel to the engine. Operating Range -40 Degrees Celsius to 150 Degrees Celsius. The fuel rail temperature sensor is fitted on the rear of the right hand bank (bank A) fuel rail.

DIAGNOSTIC MONITORING OF TANK LEAKAGE (DMTL) - NAS ONLY

Charcoal Canister with DMTL Pump (NAS only)

Scheme 66

The DMTL system periodically checks the evaporative system and the fuel tank for leaks when the ignition is switched off. The DMTL pump is connected to the atmospheric vent of the charcoal canister and incorporates a positive temperature coefficient (PTC) heating element a normally open valve and a reference orifice. The DMTL pump is only operated when the ignition is switched off and is controlled by the ECM. The ECM also monitors the electric air pump operation and the normally open valve for faults. To check the fuel tank and EVAP system for leaks the ECM operates the DMTL pump and monitors the current draw. This is compared to a referenced figure established from the current draw when air is pumped through the reference orifice.

For additional information, refer to: Evaporative Emissions information.

PURGE VALVE

Purge Valve and Hoses location

The purge valve is located at the rear of the engine, on a bracket which is attached to the transmission bell housing. The purge hose is routed from the purge valve, along the left hand side of the air intake manifold, to the elbow assembly which locates the electric throttle.

The purge hose is connected, at the right hand rear of the engine, with a quick release coupling to the purge line which runs parallel with the fuel feed line along the top of the fuel tank to the charcoal canister.

The purge hose continues from the purge valve and is routed to a connection on the air intake elbow assembly. The hose is connected to the elbow with a quick release connector.

The purge valve is a solenoid operated valve which is closed when de-energized. The purge valve is controlled by a 10Hz pulse width modulation (PWM) signal from the ECM. When the engine operating conditions are correct, the ECM opens the purge valve which causes fuel vapor and fresh air to be drawn through the charcoal canister. The fresh air is drawn through the charcoal canister via the DMTL pump fresh air vent.

For additional information, refer to: Evaporative Emissions information.

MASS AIR FLOW/INLET AIR TEMPERATURE SENSOR (MAF/IAT)

The air flow meter is located in the clean air duct immediately after the air filter box.

The air mass flow is determined by the cooling effect of inlet air passing over a "hot film" element contained within the device. The higher the air flow the greater the cooling effect and the lower the electrical resistance of the "hot film" element. The ECM then uses this signal from the MAF meter to calculate the air mass flowing into the engine.

The measured air mass flow is used in determining the fuel quantity to be injected in order to maintain the stichometric air/fuel mixture required for correct operation of the engine and exhaust catalysts. Should the device fail there is a software backup strategy that will be evoked once a fault has been diagnosed.

The following symptoms may be observed if the sensor fails

1. During driving the engine RPM might dip, before recovering.
2. Difficulty in starting or start - stall.
3. Poor throttle response/engine performance.
4. Lambda control and idle speed control halted.
5. Emissions incorrect.
6. AFM signal offset

The IAT sensor is integrated into the MAF meter. It is a temperature dependent resistor (thermistor), i.e. the resistance of the sensor varies with temperature. This thermistor is a NTC type element meaning that the sensor resistance decreases as the sensor temperature increases. The sensor forms part of a voltage divider chain with an additional resistor in the ECM. The voltage from this sensor changes as the sensor resistance changes, thus relating the air temperature to the voltage measured by the ECM.

The ECM stores a 25°C default value for air temperature in the event of a sensor failure.

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)

The 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 calculations of the ECM. The sensor is located on the rear of the air intake manifold.

The output signal from the MAP sensor, together with the CKP and IAT sensors, is used by the ECM to calculate the amount of air induced into the cylinders. This enables the ECM to determine ignition timing and fuel injection duration values.

The MAP sensor receives a 5V supply voltage from pin 48 of ECM connector C0634 and provides an analogue signal to pin 69 of ECM connector C0634, which relates to the absolute manifold pressure and allows the ECM to calculate engine load. The ECM provides a ground for the sensor via pin 11 of ECM connector C0634.

If the MAP signal is missing, the ECM will substitute a default manifold pressure reading based on crankshaft speed and throttle angle. The engine will continue to run with reduced driveability and increased emissions, although this may not be immediately apparent to the driver. The ECM will store fault codes which can be retrieved using T4.

Scheme 67

The V8 EMS has two knock sensors located in the V of the engine, one per cylinder bank. The sensors are connected to the ECM via a twisted pair.

The knock sensors produce a voltage signal in proportion to the amount of mechanical vibration generated at each ignition point. Each sensor monitors the related cylinder bank.

The knock sensors incorporate a piezo-ceramic crystal. This crystal produces a voltage whenever an outside force tries to deflect it, (i.e. exerts a mechanical load on it). When the engine is running, the compression waves in the material of the cylinder block, caused by the combustion of the fuel/air mixture within the cylinders, deflect the crystal and produce an output voltage signal. The signals are supplied to the ECM, which compares them with 'mapped' signals stored in memory. From this, the ECM can determine when detonation occurs on individual cylinders. When detonation is detected, the ECM retards the ignition timing on that cylinder for a number of engine cycles, then gradually returns it to the original setting.

Care must be taken at all times to avoid damaging the knock sensors, but particularly during removal and fitting procedures. The recommendations regarding torque and surface preparation must be adhered to. The torque applied to the sensor and the quality of the surface preparation both have an influence over the transfer of mechanical noise from the cylinder block to the crystal.

The ECM uses the signals supplied by the knock sensors, in conjunction with the signal it receives from the camshaft sensor, to determine the optimum ignition point for each cylinder. The ignition point is set according to preprogrammed ignition maps stored within the ECM. The ECM is programmed to use ignition maps for 98 RON premium specification fuel. It will also function on 91 research octane number (RON) regular specification fuel and learn new adaptions. If the only fuel available is of poor quality, or the customer switches to a lower grade of fuel after using a high grade for a period of time, the engine may suffer slight pre-ignition for a short period. This amount of pre-ignition will not damage the engine. This situation will be evident while the ECM learns and then modifies its internal mapping to compensate for the variation in fuel quality. This feature is called adaption. The ECM has the capability of adapting its fuel and ignition control outputs in response to several sensor inputs.

The ECM will cancel closed loop control of the ignition system if the signal received from either knock sensor becomes implausible. In these circumstances the ECM will default to a safe ignition map. This measure ensures the engine will not become damaged if low quality fuel is used. The malfunction indicator lamp (MIL) will not illuminate, although the driver may notice that the engine 'pinks' in some driving conditions and displays a drop in performance and smoothness.

When a knock sensor fault is stored, the ECM will also store details of the engine speed, engine load and the coolant temperature.

Scheme 68

The V8 EMS incorporates an electric throttle control system. The electronic throttle body is located on the air intake manifold in the engine compartment. The system comprises three main components

1. Electronic throttle control valve
2. APP sensor
3. ECM

When the accelerator pedal is depressed the APP sensor provides a change in the monitored signals. The ECM compares this against an electronic "map" and moves the electronic throttle valve via a PWM control signal which is in proportion to the APP angle signal. The system is required to

1. Regulate the calculated intake air load based on the accelerator pedal sensor input signals and programmed mapping.
2. Monitor the drivers input request for cruise control operation.
3. Automatically position the electronic throttle for accurate cruise control.
4. Perform all dynamic stability control throttle control interventions.
5. Monitor and carry out maximum engine and road speed cut out.
6. Provide differing responses for differing Terrain response modes.

A software strategy within the ECM enables the throttle position to be calibrated each ignition cycle. When the ignition is turned ON, the ECM performs a self test and calibration routine on the electronic throttle by closing the throttle full, then opening again. This tests the default position springs.

Electronic Throttle Pin Out Table

ACCELERATOR PEDAL POSITION SENSOR (APP)

The APP sensors are located on the accelerator pedal assembly.

The APP sensors are used to determine the driver's request for vehicle speed, acceleration and deceleration. This value is used by the ECM and the throttle is opened to the correct angle by an electric motor integrated into the throttle body.

The APP sensor signals are checked for range and plausibility. Two separate reference voltages are supplied to the pedal. Should one sensor fail, the other is used as a 'limp - home' input. In limp home mode due to an APP signal failure the ECM will limit the maximum engine speed to 2000 rpm.

APP Pin Out Table

OXYGEN SENSORS

There are four oxygen sensors located in the exhaust system. Two upstream before the catalytic converter and two down stream after the catalytic converter. The sensor monitors the level of oxygen in the exhaust gases and is used to control the fuel/air mixture. Positioning a sensor in the stream of exhaust gasses from each bank enables the ECM to control the fueling on each bank independently of the other, allowing much closer control of the air/fuel ratio and catalyst conversion efficiency.

Upstream Oxygen Sensors

Downstream Oxygen Sensors

Scheme 69

The oxygen sensors need to operate at high temperatures in order to function correctly. To achieve the high temperatures required, the sensors are fitted with heater elements that are controlled by a PWM signal from the ECM. The heater elements are operated immediately following engine start and also during low load conditions when the temperature of the exhaust gases is insufficient to maintain the required sensor temperatures. A non-functioning heater delays the sensor's readiness for closed loop control and influences emissions. The PWM duty cycle is carefully controlled to prevent thermal shock to cold sensors.

UHEGO (Universal Heated Exhaust Gas Oxygen) sensors also known as Linear or "Wide Band" sensors produces a constant voltage, with a variable current that is proportional to the oxygen content. This allows closed loop fueling control to a target lambda, i.e. during engine warm up (after the sensor has reached operating temperature and is ready for operation). This improves emission control.

The HEGO sensor uses Zirconium technology that produces an output voltage dependent upon the ratio of exhaust gas oxygen to the ambient oxygen. The device contains a Galvanic cell surrounded by a gas permeable ceramic, the voltage of which depends upon the level of O2 defusing through. Nominal output voltage of the device for l = 1 is 300 to 500m volts. As the fuel mixture becomes richer (l<1) the voltage tends towards 900m volts and as it becomes leaner (l > 1) the voltage tends towards 0 volts. Maximum tip temperature is 1, 000 Degrees Celsius for a maximum of 100 hours.

Sensors age with mileage, increasing their response time to switch from rich to lean and lean to rich. This increase in response time influences the ECM closed loop control and leads to progressively increased emissions. Measuring the period of rich to lean and lean to rich switching monitors the response rate of the upstream sensors.

Diagnosis of electrical faults is continually monitored in both the upstream and downstream sensors. This is achieved by checking the signal against maximum and minimum threshold, for open and short circuit conditions.

Oxygen sensors must be treated with the utmost care before and during the fitting process. The sensors have ceramic material within them that can easily crack if dropped/banged or over-torqued. The sensors must be torqued to the required figure, (40-50Nm), with a calibrated torque wrench. Care should be taken not to contaminate the sensor tip when anti-seize compound is used on the thread. Heated sensor signal pins are tinned and universal are gold plated. Mixing up sensors could contaminate the connectors and affect system performance.

Failure Modes

1. Mechanical fitting & integrity of the sensor.
2. Sensor open circuit/disconnected.
3. Short circuit to vehicle supply or ground.
4. Lambda ratio outside operating band.
5. Crossed sensors bank A & B.
6. Contamination from leaded fuel or other sources.
7. Change in sensor characteristic.
8. Harness damage.
9. Air leak into exhaust system.

Failure Symptoms

1. Default to Open Loop fueling for the particular cylinder bank
2. High CO reading.
3. Strong smell of H02S (rotten eggs) till default condition.
4. Excess Emissions.

It is possible to fit front and rear sensors in their opposite location. However the harness connections are of different gender and color to ensure that the sensors cannot be incorrectly connected. In addition to this the upstream sensors have two holes in the shroud, whereas the down stream sensors have four holes in the shroud for the gas to pass through.

GENERATOR

The Generator has a multifunction voltage regulator for use in a 14V charging system with 6÷12 zener diode bridge rectifiers.

The ECM monitors the load on the electrical system via PWM signal and adjusts the generator output to match the required load. The ECM also monitors the battery temperature to determine the generator regulator set point. This characteristic is necessary to protect the battery; at low temperatures battery charge acceptance is very poor so the voltage needs to be high to maximize any rechargeability, but at high temperatures the charge voltage must be restricted to prevent excessive gassing of the battery with consequent water loss.

The Generator has a smart charge capability that will reduce the electrical load on the Generator reducing torque requirements, this is implemented to utilize the engine torque for other purposes. This is achieved by monitoring three signals to the ECM

1. Generator sense (A sense), measures the battery voltage at the central junction box (CJB).
2. Generator communication (Alt Com) communicates desired Generator voltage set point from ECM to Generator.
3. Generator monitor (Alt Mon) communicates the extent of Generator current draw to ECM. This signal also transmits faults to the ECM which will then sends a message to the instrument pack on the CAN bus to illuminate the charge warning lamp. For additional information, refer to: «Generator»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#generator-and-regulator-v8-44l-petrol) information.

FUEL INJECTORS

The engine has 8 fuel injectors (one per cylinder), each injector is directly driven by the ECM. The injectors are fed by a common fuel rail as part of a 'returnless' fuel system. The fuel rail pressure is regulated to 4.5 bar by a fuel pressure regulator which is integral to the fuel pump module, within the fuel tank. The injectors can be checked by resistance checks. There is a fuel pressure test Schrader valve attached to the fuel rail on the front left-hand (LH) side for fuel pressure testing purposes. The ECM monitors the output power stages of the injector drivers for electrical faults.

The injectors have a resistance of 13.8 Ohms ± 0.7 Ohms @ 20 Degrees Celsius For additional information, refer to: Fuel Charging And Controls information.

IGNITION COILS

The V8 engine is fitted with eight plug-top coils that are driven directly by the ECM. This means that the ECM, at the point where sufficient charge has built up, switches the primary circuit of each coil and a spark is produced in the spark plug. The positive supply to the coil is fed from a common fuse. Each coil contains a power stage to trigger the primary current. The ECM sends a signal to each of the coils power stage to trigger the power stage switching. Each bank has a feedback signal that is connected to each power stage. If the coil power stage has a failure the feedback signal is not sent, causing the ECM to store a fault code appropriate to the failure.

The ECM calculates the dwell time depending on battery voltage and engine speed to ensure constant secondary energy. This ensures sufficient secondary (spark) energy is always available, without excessive primary current flow thus avoiding overheating or damage to the coils.

The individual cylinder spark timing is calculated from a variety of inputs

1. Engine speed and load.
2. Engine temperature.
3. Knock control.
4. Auto gearbox shift control.
5. Idle speed control.

For additional information, refer to: Engine Ignition information.

FUEL PUMP RELAY

The V8 engine has a returnless fuel system. The system pressure is maintained at a constant 4 bar (59 Psi), with no reference to intake manifold pressure. The fuel is supplied to the injectors from a fuel pump fitted within the fuel tank. The electrical supply to this fuel pump is controlled by the ECM via a relay and an Inertia Switch which will turn the fuel off upon a vehicle impact. The fuel system is pressurized as soon as the ECM is powered up, the pump is then switched off until engine start has been achieved.

VISCOUS FAN CONTROL

The ECM controls a viscous coupled fan to provide engine cooling. The ECM supplies the fan with a PWM signal that controls the amount of slippage of the fan, thus providing the correct amount of cooling fan speed and airflow. The EMS uses a Hall effect sensor to determine the fan speed.

For additional information, refer to: Fuel Charging And Controls information.

VARIABLE VALVE TIMING (VVT)

Variable valve timing is used on the V8 engine to enhance low and high speed engine performance and idle speed quality.

For each inlet camshaft the VVT system comprises

1. VVT unit
2. Valve timing solenoid

The VVT system alters the phase of the intake valves relative to the fixed timing of the exhaust valves, to alter

1. The mass of air flow to the cylinders.
2. The engine torque response.
3. Emissions.

The VVT unit uses a vane type device to control the camshaft angle. The system operates over a range of 48 degrees and is advanced or retarded to its optimum position within this range.

The VVT system is controlled by the ECM based on engine load and speed along with engine oil temperature to calculate the appropriate camshaft position.

The VVT system provides the following advantages

1. Reduced engine emissions and improved fuel consumption which in turn improves the engines internal EGR effect over a wider operating range.
2. Enhanced full load torque characteristics.
3. Improved fuel economy through optimized torque over the engine speed range.

Variable Valve Timing Unit

Scheme 70

The VVT unit is a hydraulic actuator mounted on the end of the inlet camshaft. The unit advances or retards the camshaft timing to alter the camshaft to crankshaft phase. The ECM controls the VVT timing unit via a oil control solenoid. The oil control solenoid routes oil pressure to the advance or retard chambers either side of the vanes within the VVT unit.

The VVT unit is driven by the primary drive chain and rotates relative to the exhaust camshaft. When the ECM requests a retard in camshaft timing the oil control solenoid is energized which moves the shuttle valve in the solenoid to the relevant position allowing oil pressure to flow out of the advance chambers in the VVT unit whilst simultaneously allowing oil pressure into the retard chambers.

The ECM controls the advancing and retarding of the VVT unit based on engine load and speed. The ECM sends an energize signal to the oil control solenoid until the desired VVT position is achieved. When the desired VVT position is reached, the energizing signal is reduced to hold the oil control solenoid position and consequently desired VVT position. This function is under closed loop control and the ECM can sense any variance in shuttle valve oil pressure via the camshaft position sensor and can adjust the energizing signal to maintain the shuttle valve hold position.

VVT operation can be affected by engine oil temperature and properties. At very low oil temperatures the movement of the VVT mechanism will be slow due to the high viscosity of the oil. While at high oil temperatures the low oil viscosity may impair the VVT operation at low oil pressures. The oil pump has the capacity to cope with these variations in oil pressure while an oil temperature sensor is monitored by the ECM to provide oil temperature feedback. At extremely high oil temperatures the ECM may limit the amount of VVT advance in order to prevent the engine from stalling when returning to idle speed.

VVT does not operate when engine oil pressure is below 1.25 bar. This is because there is insufficient pressure to release the VVT units internal stopper pin. This occurs when the engine is shut down and the VVT unit has returned to the retarded position. The stopper pin locks the VVT unit to the camshaft to ensure camshaft stability during the next start up.

For additional information, refer to: Engine information.

Valve Timing Solenoid

Scheme 71

Valve Timing Solenoid

The valve timing solenoid controls the position of the shuttle valve in the bush carrier. A plunger on the solenoid extends when the solenoid is energized and retracts when the solenoid is de-energized.

When the valve timing solenoids are de-energized, the coil springs in the bush carriers position the shuttle valves to connect the valve timing units to drain. In the valve timing units, the return springs hold the ring pistons and gears in the retarded position. When the valve timing solenoids are energized by the ECM, the solenoid plungers position the shuttle valves to direct engine oil to the valve timing units. In the valve timing units, the oil pressure overcomes the force of the return springs and moves the gears and ring pistons to the advanced position. System response times are 1.0 second maximum for advancing and 0.7 second maximum for retarding. While the valve timing is in the retarded mode, the ECM produces a periodic lubrication pulse. This momentarily energizes the valve timing solenoids to allow a spurt of oil into the valve timing units. The lubrication pulse occurs once every 5 minutes.

EXHAUST GAS RECIRCULATION (EGR) VALVE

The EGR valve is an electrically controlled valve that allows burned exhaust gas to be recirculated back into the engine. The EGR valve consists of a stepper motor that opens and closes the valve in steps. Since exhaust gas has much less oxygen than air, it is basically inert. It takes the place of air in the cylinder and reduces combustion temperature. As the combustion temperature is reduced, so are the oxides of nitrogen (NOx).

The EGR valve is located on the intake manifold with a pipe connecting the exhaust manifold to the valve. Connection between the sensor and the harness is via a six-way connector.

For additional information, refer to: Engine Emission Control information.

ECM ADAPTIONS

The ECM has the ability to adapt the values it uses to control certain outputs. This capability ensures the EMS can meet emissions legislation and improve the refinement of the engine throughout its operating range.

The components which have adaptions associated with them are

1. The APP sensor
2. The heated oxygen sensor (HO2S)
3. The MAF/IAT sensor
4. The CKP sensor
5. Electric throttle body.

UHEGO/HEGO and MAF/IAT Sensor

There are several adaptive maps associated with the fueling strategy. Within the fueling strategy the ECM calculates short-term adaptions and long term adaptions. The ECM will monitor the deterioration of the oxygen sensors (HEGO and UHEGO) over a period of time. It will also monitor the current correction associated with the sensors.

The ECM will store a fault code in circumstances where an adaption is forced to exceed its operating parameters. At the same time, the ECM will record the engine speed, engine load and intake air temperature.

CKP Sensor

The characteristics of the signal supplied by the CKP sensor are learned by the ECM. This enables the ECM to set an adaption and support the engine misfire detection function. Due to the small variation between different flywheels and different CKP sensors, the adaption must be reset if either component is renewed, or removed and refitted. It is also necessary to reset the flywheel adaption if the ECM is renewed or replaced. The ECM supports four flywheel adaptions for the CKP sensor. Each adaption relates to a specific engine speed range. The engine speed ranges are detailed in the table below

Misfire Detection

Legislation requires that the ECM must be able to detect the presence of an engine misfire. It must be able to detect misfires at two separate levels. The first level is a misfire that could lead to the vehicle emissions exceeding 1.5 times the Federal Test Procedure (FTP) requirements for the engine. The second level is a misfire that may cause catalyst damage.

The ECM monitors the number of misfire occurrences within two engine speed ranges. If the ECM detects more than a predetermined number of misfire occurrences within either of these two ranges, over two consecutive journeys, the ECM will record a fault code and details of the engine speed, engine load and engine coolant temperature. In addition, the ECM monitors the number of misfire occurrences that happen in a 'window' of 200 engine revolutions. The misfire occurrences are assigned a weighting according to their likely impact on the catalysts. If the number of misfires exceeds a certain value, the ECM stores catalyst-damaging fault codes, along with the engine speed, engine load and engine coolant temperature.

The signal from the crankshaft position sensor indicates how fast the poles on the flywheel are passing the sensor tip. A sine wave is generated each time a pole passes the sensor tip. The ECM can detect variations in flywheel speed by monitoring the sine wave signal supplied by the crankshaft position sensor.

By assessing this signal, the ECM can detect the presence of an engine misfire. At this time, the ECM will assess the amount of variation in the signal received from the CKP and assigns a roughness value to it. This roughness value can be viewed within the real time monitoring feature, using T4. The ECM will evaluate the signal against a number of factors and will decide whether to count the occurrence or ignore it. The ECM can assign a roughness and misfire signal for each cylinder, (i.e. identify which cylinder is misfiring).

T4 Diagnostics

The ECM stores faults as diagnostic trouble code (DTC), referred to as 'P' codes. The 'P' codes are defined by on-board diagnostic (OBD) legislation and, together with their associated environmental and freeze frame data, can be read using a third party scan tool or T4. T4 can also read real time data from each sensor, the adaptive values currently being employed and the current fueling, ignition and idle settings.

TERRAIN RESPONSE™

Terrain Response™ system allows the driver to select a program which will provide the optimum settings for traction and performance for prevailing terrain conditions.

As part of Terrain Response™ there will be different throttle pedal progression maps associated with different Terrain Response™ modes. The two extremes are likely to be a sand map (quick build up of torque with pedal travel) and grass/gravel/snow (very cautious build up of torque).

The TdV6 implementation of throttle progression is based on a fixed blend time. The torque will blend from that on one map to that on the new map (for the same pedal position) over a fixed time. This means blending will always take the same amount of time but when the torque change is small the torque increase over time will be small, whilst if the torque change is greater then the torque increase over time will be steeper. The resulting acceleration of the vehicle will depend on the torque difference between the two maps as well as on the gear and range selected. The worst case blending that could ever occur has been calibrated to match the blend rate for petrol derivatives as closely as possible, so as to give a transparent behavior to customers.

For additional information, refer to: Specifications information.

Scheme 72

The ECM is connected to ignition switch I and II. When the ignition is turned on 12V is applied to the Ignition Sense input. The ECM then starts its power up routines and turns on the ECM main relay; the main power to the ECM and it's associated system components. When the ignition is turned OFF the ECM will maintain its powered up state for up to 20 minutes while it initiates its power down routine and on completion will turn off the ECM main relay. The ECM will normally power down in approximately 60 seconds, do not disconcert the battery until the ECM is completely powered down.

OVERVIEW

This section covers the sensors and units for the engine management system.

For more information on the system.

REFER to: Description And Operation .

INSPECTION AND VERIFICATION

1. Verify the customer concern.
2. Visually inspect for obvious mechanical or electrical faults. Visual Inspection Chart Mechanical Electrical Engine oil level Cooling system coolant level Fuel level Fuel contamination/grade/quality Sensor installation/condition Viscous fan and solenoid Fuses Wiring harness Electrical connector(s) Sensor(s) Engine control module (ECM) Transmission control module (TCM)
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
4. Use the approved diagnostic system or a scan tool to retrieve any DTCs before moving onto the symptom chart or DTC index. Make sure that all DTCs are cleared following rectification.

SYMPTOM CHART

DTC INDEX

Note. Generic scan tools may not read the codes listed, or may read only 5-digit codes. Match the 5 digits from the scan tool to the first 5 digits of the 7-digit code listed to identify the fault (the last 2 digits give extra information read by the manufacturer-approved diagnostic system).

POWERTRAIN CONTROL MODULE (PCM) LONG DRIVE CYCLE SELF-TEST

Note. This procedure is an overcheck only. If fault codes are found, interrogation of the relevant system must be carried out and claimed against.

Note. The vehicle must exceed 50mph (80 km/h) during the road test.

1. Connect the diagnostic equipment to the vehicle.
2. Follow on screen prompts and check for engine management fault codes.
3. Clear the fault codes following the on screen procedure.
4. Disconnect the diagnostic equipment from the vehicle.
5. Make sure the engine temperature is above 60 °C (140 °F). Carry out a road test and perform the following operations. Accelerate to 55 mph (88 km/h) in 5th gear and cruise for 2 minutes with the engine speed at or above 1800rpm. Lift off the throttle and allow the vehicle to decelerate until the engine speed is less than 1000 rpm. Stop the vehicle. Release brake, allow the vehicle to move with no throttle for 1 minute. Road test is now complete.
6. Connect the diagnostic equipment to the vehicle.
7. Follow on screen prompts and check for engine management fault codes.
8. Disconnect the diagnostic equipment from the vehicle.

POWERTRAIN CONTROL MODULE (PCM) SHORT DRIVE CYCLE SELF-TEST

Note. This procedure is an overcheck only. If fault codes are found, interrogation of the relevant system must be carried out and claimed against.

1. Connect the diagnostic equipment to the vehicle.
2. Follow on screen prompts and check for engine management fault codes.
3. Clear the fault codes following the on screen procedure.
4. Start the engine. Allow the engine to idle for 30 seconds. Raise the engine speed to 1500 rpm and hold for 3 minutes until a temperature of 70°C (158 °F) is achieved. Allow the engine to idle for 30 seconds. Switch off the engine.
5. Follow on screen prompts and check for engine management fault codes.
6. Disconnect the diagnostic equipment from the vehicle.

CHECK

1. Remove the brake pedal rubber.
2. Position the DTI gauge on a suitable mounting block, as illustrated.
3. With the aid of another technician, gently press the brake pedal until the stoplamps illuminate.
4. Note the measurement of the brake pedal travel from rest position until the stoplamps illuminated.

ADJUST

1. Remove the stoplamp switch. For additional information, refer to: «Stoplamp Switch»(/land-rover/range-rover-sport/i-2005-2009/remont/exterior-lights/#exterior-lighting) information.
2. Install the stoplamp switch. For additional information, refer to: «Stoplamp Switch»(/land-rover/range-rover-sport/i-2005-2009/remont/exterior-lights/#exterior-lighting) information.
3. Check the adjustment of the stoplamp switch by following the Check procedure in this procedure and carry out the Adjust procedure if required.

Scheme 73

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the engine cover. For additional information, refer to: «Engine Cover V8 4.4L Petrol»(/land-rover/range-rover-sport/i-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-omamentation) information.
3. Remove the CMP sensor. Disconnect the electrical connector. Remove the Torx screw. Discard the O-ring seal.

INSTALLATION

1. To install, reverse the removal procedure. Clean the component mating faces. Install a new O-ring seal. Tighten the Torx screw to 7 Nm (5 lb.ft).

Scheme 74

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Raise and support the vehicle.
3. Remove the engine undershield. For additional information, refer to: «Engine Undershield»(/land-rover/range-rover-sport/i-2005-2009/remont/exterior-body-panels/#front-end-body-panels) information.
4. Remove the CKP sensor. Disconnect the electrical connector. Remove the Torx screw.

1. To install, reverse the removal procedure. Tighten the Torx screw to 8 Nm (6 lb.ft).
2. Using the approved diagnostic equipment, clear the powertrain control module (PCM) adaptions.

REMOVAL

Note. If the ECM is to be replaced, the T4 must be connected prior to battery disconnection and on-screen instructions must be followed.

Scheme 75

Scheme 76

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the four-wheel drive control module. For additional information, refer to: «Four-Wheel Drive (4WD) Control Module»(/land-rover/range-rover-sport/i-2005-2009/remont/transfer-case/#four-wheel-drive-systems) information.
3. Remove the ECM cover. Disconnect 2 electrical connectors for access. Disconnect the 2 ECM electrical connectors. Remove the 4 Torx screws.
4. Remove the ECM. Remove the ECM top cover.

1. Install the ECM. Install the ECM cover and secure with Torx screws. Install the ECM upper cover.
2. Connect the ECM electrical connectors.
3. Connect the 2 electrical connectors disconnected for access.
4. Install the four-wheel drive control module. For additional information, refer to: «Four-Wheel Drive (4WD) Control Module»(/land-rover/range-rover-sport/i-2005-2009/remont/transfer-case/#four-wheel-drive-systems) information
5. Connect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
6. Connect T4 to calibrate a new ECM.

Note. The TP sensor is part of the throttle body assembly and cannot be serviced separately.

1. Remove the throttle body. For additional information, refer to: «Throttle Body Gasket»(/land-rover/range-rover-sport/i-2005-2009/remont/fuel-system/#fuel-charging-and-controls-v8-44l-petrol) information.

1. Install the throttle body. For additional information, refer to: «Throttle Body Gasket»(/land-rover/range-rover-sport/i-2005-2009/remont/fuel-system/#fuel-charging-and-controls-v8-44l-petrol) information.

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the throttle body. For additional information, refer to: «Throttle Body Gasket»(/land-rover/range-rover-sport/i-2005-2009/remont/fuel-system/#fuel-charging-and-controls-v8-44l-petrol) information.
3. Remove the ECT sensor. Position the engine gas recirculation (EGR) coolant hose aside for access. Position an absorbent cloth to collect fluid spillage. Disconnect the electrical connector. Remove the sensor and discard the seal.

1. To install, reverse the removal procedure. Clean the components.
2. Tighten the ECT sensor to 18 Nm (13 lb.ft).
3. Top-up the coolant.

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the engine cover. For additional information, refer to: «Engine Cover V8 4.4L Petrol»(/land-rover/range-rover-sport/i-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-omamentation) information.
3. Remove the manifold absolute pressure (MAP) sensor. Disconnect the electrical connector. Remove the 2 Torx screws.

1. To install, reverse the removal procedure. Clean the component mating faces.
2. If required, carry out a short drive cycle. For additional information, refer to: «Powertrain Control Module (PCM) Short Drive Cycle Self-Test»(/land-rover/range-rover-sport/i-2005-2009/remont/engine-control-systems/#electronic-engine-controls-v8-44l-petrol__powertrain-control-module-pcm-short-drive)

Scheme 77

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the MAF sensor. Disconnect the electrical connector. Remove the 2 screws.

1. To install, reverse the removal procedure. Tighten Torx screws to 2 Nm (1.5 lb.ft).
2. If required, carry out a short drive cycle. For additional information, refer to: «Powertrain Control Module (PCM) Short Drive Cycle Self-Test»(/land-rover/range-rover-sport/i-2005-2009/remont/engine-control-systems/#electronic-engine-controls-v8-44l-petrol__powertrain-control-module-pcm-short-drive) .
3. Using the approved diagnostic equipment, clear the powertrain control module (PCM) adaptions.

HEATED OXYGEN SENSOR (HO2S) LH

Special Tool(s)

Wrench, HO2S 310-121 (LRT-19-014)

Scheme 78

Scheme 79

1. Raise and support the vehicle.
2. Disconnect the LH catalytic converter from the exhaust manifold. Remove and discard the 2 bolts.
3. Disconnect the RH catalytic converter from the exhaust manifold. Remove and discard the 2 bolts.
4. Using the special tool, remove the HO2S. Release the wiring harness. Disconnect the electrical connector.

1. Using the special tool, install the HO2S. Clean the components. Apply an anti-seize compound to the thread of the sensor. Tighten the HO2S to 45 Nm (33 lb.ft). Connect the electrical connector. Attach the wiring harness.
2. Position the RH catalytic converter to the exhaust manifold. Clean the components. Tighten the new bolts to 22 Nm (16 lb.ft).
3. Position the LH catalytic converter to the exhaust manifold. Clean the components. Tighten the new bolts to 22 Nm (16 lb.ft).
4. Using the approved diagnostic equipment, clear the powertrain control module (PCM) adaptions.

CATALYST MONITOR SENSOR LH

Special Tool(s)

Wrench, HO2S 310-121 (LRT-19-014)

Scheme 80

1. Raise and support the vehicle.
2. Disconnect the LH catalytic converter from the exhaust manifold. Remove and discard the 2 bolts.
3. Disconnect the RH catalytic converter from the exhaust manifold. Remove and discard the 2 bolts.
4. Remove the catalyst monitor sensor electrical connector heat shield. Remove the 2 bolts.
5. Using the special tool, remove the catalyst monitor sensor. Release the wiring harness. Disconnect the electrical connector.

Scheme 81

1. Using the special tool, install the catalyst monitor sensor. Clean the components. Apply an anti-seize compound to the thread of the sensor. Tighten the catalyst monitor sensor to 45 Nm (33 lb.ft). Connect the electrical connector. Attach the wiring harness.
2. Install the heat shield. Tighten the bolts to 10 Nm (7 lb.ft).
3. Position the RH catalytic converter to the exhaust manifold. Clean the components. Tighten the new bolts to 22 Nm (16 lb.ft).
4. Position the LH catalytic converter to the exhaust manifold. Clean the components. Tighten the new bolts to 22 Nm (16 lb.ft).
5. If required, carry out a long drive cycle. For additional information, refer to: «Powertrain Control Module (PCM) Long Drive Cycle Self-Test»(/land-rover/range-rover-sport/i-2005-2009/remont/engine-control-systems/#electronic-engine-controls-v8-44l-petrol__powertrain-control-module-pcm-long-drive) .

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the radiator access panel. Remove the 4 bolts.
3. Remove the oil pressure sensor. Disconnect the electrical connector. Position a container to collect the fluid.

1. To install, reverse the removal procedure. Tighten the oil pressure sensor to 12 Nm (9 lb.ft). Tighten the M6 bolts to 10 Nm (7 lb.ft). Tighten the M10 bolts to 45 Nm (33 lb.ft).
2. Check and top-up the engine oil.

Scheme 82

1. Secure the hood in the service position. Release the support struts.
2. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
3. Remove the engine cover. For additional information, refer to: «Engine Cover V8 4.4L Petrol»(/land-rover/range-rover-sport/i-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-omamentation) information.
4. Remove the fuel temperature sensor. Disconnect the electrical connector. Position an absorbent cloth to collect fluid spillage.

1. To install, reverse the removal procedure. Clean the component mating faces. Apply sealant to the sensor thread. Tighten the sensor to 7 Nm (5 lb.ft).

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the radiator access panel. Remove the 4 bolts.
3. Remove the oil temperature sensor. Disconnect the electrical connector. Position a container to collect the fluid.

1. To install, reverse the removal procedure. Tighten the oil temperature sensor to 20 Nm (15 lb.ft). Tighten the bolts to 10 Nm (7 lb.ft).
2. Check and top-up the engine oil.

Note. Removal of the RH is similar to this procedure.

Scheme 83

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the valve cover. For additional information, refer to: «Valve Cover LH»(/land-rover/range-rover-sport/i-2005-2009/remont/mechanical/#engine-v8-44l-petrol) information.
3. Remove the variable camshaft timing (VCT) oil control solenoid. Remove the bolt.

1. To install, reverse the removal procedure. Clean the component mating faces. Tighten the bolt to 10 Nm (7 lb.ft).
2. If required, carry out a short drive cycle For additional information, refer to: «Powertrain Control Module (PCM) Short Drive Cycle Self-Test»(/land-rover/range-rover-sport/i-2005-2009/remont/engine-control-systems/#electronic-engine-controls-v8-44l-petrol__powertrain-control-module-pcm-short-drive) .

Note. The LH and RH Knock sensors are removed and serviced as a pair.

Scheme 84

1. Disconnect the battery ground cable. For additional information, refer to: «Specifications»(/land-rover/range-rover-sport/i-2005-2009/remont/charging-system/#battery-and-charging-system-general-information__specifications) information.
2. Remove the intake manifold gaskets. For additional information, refer to: «Intake Manifold Assembly»(/land-rover/range-rover-sport/i-2005-2009/remont/fuel-system/#fuel-charging-and-controls-v8-44l-petrol__intake-manifold-assembly) information.
3. Remove the KS. Disconnect the electrical connector. Remove the 2 bolts.

1. To install, reverse the removal procedure. Clean the component mating faces. Tighten the bolts to 20 Nm (15 lb.ft).

See also:
• Evaporative Emissions
• Generator
• Fuel Charging And Controls
• Engine Ignition
• Engine
• Engine Emission Control
• Specifications
• Stoplamp Switch
• Specifications
• Engine Cover V8 4.4L Petrol
• Engine Undershield
• Four-Wheel Drive (4WD) Control Module
• Intake Manifold Assembly
• Lubricants
• Powertrain Control Module (PCM) Short Drive Cycle Self-Test
• Powertrain Control Module (PCM) Long Drive Cycle Self-Test