Evaporative Emissions Land Rover Range Rover Sport L320

SPECIFICATIONS

TORQUE SPECIFICATIONS

COMPONENT LOCATION - ALL EXCEPT NAS

Note. Installation on naturally aspirated vehicle shown, installation on supercharger (SC) vehicle similar.

COMPONENT LOCATION - NAS

Note. Installation on supercharger (SC) vehicle shown, installation on naturally aspirated vehicle similar.

INTRODUCTION

The evaporative emission (EVAP) control system reduces the level of hydrocarbons released into the atmosphere by fuel vapor venting from the fuel tank. The system comprises a charcoal canister, purge valve and interconnecting vent pipes. The vent pipes are connected to the system components using quick release connectors.

Fuel vapor is generated by the fuel in the tank and the amount of vapor produced increases as the fuel heats up. Fuel vapor flows to the charcoal canister through the tank vent pipes, via a liquid/vapor separator.

The vapor from the liquid/vapor separator is absorbed and stored by the charcoal canister. Because there is a limit to the amount of vapor the canister can contain, the fuel vapor is purged from the canister when the engine is running and burned in the engine during the combustion cycle.

PURGE VALVE AND PIPES

Note. Installation on naturally aspirated vehicle shown, installation on supercharger (SC) vehicle similar.

The purge valve is installed on a bracket attached to the left-hand (LH) cylinder head cover. The pipe to the engine from the purge valve is connected to the intake manifold (naturally aspirated vehicles), or supercharger (SC) front cover (supercharger (SC) vehicles), with a quick release connector. The pipe to the charcoal canister from the purge valve is installed between the left-hand (LH) cylinder head cover and ignition coil cover. From the rear of the left-hand (LH) cylinder head, the pipe then goes across the back of the engine, along the right-hand (RH) side of the transmission, along the fuel tank and rearwards of the tank to the charcoal canister.

The purge valve is a solenoid operated valve, which is closed when de-energized. The valve is controlled by the engine control module (ECM) and is operated when engine operating conditions are suitable for purging of the charcoal canister.

The purge valve is controlled by a pulse width modulation (PWM) signal at 10 Hz from the engine control module (ECM). At this frequency, the pulses of purge gas flow into the engine in an almost continuous flow. The valve operates between 0% and 99% duty or mark space ratio (% open time).

The atmospheric pressure at the air intake vent of the system is higher than the inlet manifold pressure under all throttled engine running conditions. It is this pressure differential across the system that causes the air to flow through the air intake of the purge system and in to the engine. The operation of the supercharger does not affect the purging process.

The engine control module (ECM) waits until the engine is running with a coolant temperature of 55 °C (131 °F) or above and closed loop fuel operational before the purging process is activated. Under these conditions the engine should be running smoothly with no warm up enrichment. The purge valve duty (and flow) is initially ramped slowly because the vapor concentration is unknown (a sudden increase in purge could cause the engine to stall or loss of AFR (air fuel ratio) control to occur). The concentration is then determined from the amount of adjustment that the closed loop fueling is required to make to achieve the target AFR. Once the concentration has been determined, the purge flow can be increased and the injected fuel can be proactively adjusted to compensate for the known purge vapor and the target AFR control is maintained.

When the purging process is active, fresh air is drawn into the charcoal canister via the atmospheric vent filter and, on NAS vehicles, the DMTL pump.

CHARCOAL CANISTER

The charcoal canister is located in a central position, forward of the spare wheel. It is attached at the rear with two bolts which screw into the spare wheel carrier. At the front, the canister has two lugs which locate in the electronic parking brake (EPB) module support bracket.

The canister on all except NAS vehicles has a capacity of 1400 cc (85.4 in 3 ).

The canister on NAS vehicles has a capacity of 3000 cc (183 in 3 ).

The canister has three connections for attachment of the pipes from the atmospheric vent, the purge valve and the tank vent. On NAS vehicles, the DMTL pump is installed between the atmospheric vent connection and the atmospheric vent pipe.

The canister contains a bed of activated charcoal or carbon. The charcoal is produced using special manufacturing techniques to treat the charcoal with oxygen. The oxygen treatment opens up millions of pores between the carbon atoms resulting in a highly porous charcoal with a very large effective surface area which is capable of absorbing large quantities of fuel vapor. Once treated the charcoal is known as 'activated' carbon or charcoal. The charcoal canister on NAS vehicles uses a higher grade charcoal to meet the stricter emissions regulations.

A filter on the atmospheric vent prevents dust being drawn into the system. The filter is located by the fuel filler cap.

DIAGNOSTIC MODULE TANK LEAKAGE - NAS ONLY

The DMTL system is a legislative requirement for NAS vehicles. The DMTL system periodically checks the evaporative emission (EVAP) system and the fuel tank for leaks when the ignition is switched off.

The DMTL system comprises the previously described components of the evaporative emission (EVAP) system and a DMTL pump.

DMTL PUMP

The DMTL pump is connected to the atmospheric vent of the charcoal canister and incorporates an electric air pump, a positive temperature coefficient (PTC) heating element, a normally open change-over valve and a reference orifice. The DMTL pump is only operated when the ignition is off and is controlled by the engine control module (ECM). The engine control module (ECM) also monitors the electric air pump operation and the change-over valve for faults.

DMTL OPERATION

To check the fuel tank and the evaporative emission (EVAP) system for leaks, the engine control module (ECM) operates the DMTL pump and monitors the current draw. Initially, the engine control module (ECM) establishes a reference current by pumping air through the reference orifice and back to atmosphere. Once the reference current is determined, the engine control module (ECM) closes the change-over valve, which seals the evaporative emission (EVAP) system. The purge valve remains de-energized and is therefore closed. The output from the air pump is diverted from the reference orifice and into the evaporative emission (EVAP) system.

DMTL System Inactive

In its inactive state, the DMTL pump motor and the change-over valve solenoid are not energized. When the engine control module (ECM) energizes the purge valve, filtered fresh air enters the evaporative system through the open change-over valve of the DMTL pump. The filtered air enters the system compensating for engine vacuum drawing on the hydrocarbon vapors stored in the charcoal canister.

DMTL System Active

When the engine control module (ECM) activates the DMTL system, it first activates only the DMTL pump motor. This pumps air through a 0.5 mm (0.02 in) reference orifice, which causes the electric motor to draw a specific amperage value. This value equates to the size of the reference orifice.

When the change-over valve solenoid is energized, the valve closes, sealing the evaporative emission (EVAP) system from atmosphere. Providing there are no leaks, the air pump will begin to pressurize the evaporative emission (EVAP) system and the load and current draw on the pump increases. By monitoring the rate and level of the current increase, the engine control module (ECM) can determine if there is a leak in the evaporative emission (EVAP) system.

During normal vehicle operation, the engine control module (ECM) energizes the heating element in the pump to prevent condensation formation and possible incorrect current readings.

Leaks are classified as

1. Minor - equivalent to a hole diameter of 0.5 to 1.0 mm (0.02 to 0.04 in)
2. Major - equivalent to hole diameter of 1.0 mm (0.04 in) or greater.

The engine control module (ECM) performs a check for major leaks each time the ignition is switched off, providing the following conditions are met

1. The vehicle speed is zero
2. The engine speed is zero
3. The atmospheric pressure is above 70 kPa (10.15 lbf/in 2 ), i.e. the altitude is less than approximately 3047 m (10000 feet).
4. The ambient temperature is between 0 and 40 °C (32 and 104 °F)
5. The charcoal canister vapor concentration factor is 5 or less (where 0 is no fuel vapor, 1 is stoichiometric fuel vapor and greater than 1 is rich fuel vapor).
6. The fuel tank level is valid and between 15 and 85% of nominal capacity
7. The engine running time during the previous cycle was more than 10 minutes
8. The battery voltage is between 10 and 15 volts
9. The last engine off time was more than 180 minutes
10. No errors are detected with the evaporative emission (EVAP) components, the ambient air temperature and the fuel level
11. High range is selected on the transfer box.

Note. A leak test can be performed using the Land Rover approved diagnostic equipment. This overrides the above conditions and is useful for checking correct system and component operation.

The engine control module (ECM) performs a check for minor leaks after every 2nd major leak check.

When the leak check is complete, the engine control module (ECM) stops the DMTL pump and opens (de-energizes) the change-over valve.

If the fuel filler cap is opened or refueling is detected during the leak check, by a sudden drop in the current draw or a rise in the fuel level, the engine control module (ECM) aborts the leak check.

If a leak is detected during the check, the engine control module (ECM) stores an appropriate fault code in its memory. If a leak is detected on two consecutive checks, the engine control module (ECM) illuminates the malfunction indicator lamp (MIL) in the instrument cluster on the next drive cycle.

The duration of a leak check can be between 60 and 900 seconds depending on the test results (developed tank pressure amperage within a specific time period) and fuel tank level.

The following chart depicts the logic used to determine fuel system leaks

PRINCIPLES OF OPERATION

For a detailed description of the evaporative emission system and operation, refer to EVAPORATIVE EMISSIONS .

INSPECTION AND VERIFICATION

Note. Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.

1. Verify the customer concern.
2. Visually inspect for obvious signs of mechanical or electrical damage. VISUAL INSPECTION Mechanical Electrical Fuel filler cap and seal Fuel filler neck DMTL fresh air filter (restriction, etc) Fuel tank (leaks, damage, etc) Fuel lines and joints, etc Carbon canister Purge valve Diagnostic module fuel tank leak (DMTL) pump module Fuses Connectors Harness Purge valve Diagnostic module fuel tank leak (DMTL) pump
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. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for Diagnostic Trouble Codes (DTCs) and refer to the DTC Index.
5. Where K-Line, Vacutec or other proprietary smoke test equipment is available, it should be utilized to assist with Evaporative Emissions System leak diagnosis.

SYMPTOM CHART

DTC INDEX

For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to GENERAL INFORMATION - DIAGNOSTIC TROUBLE CODE (DTC) INDEX .

EVAPORATIVE LEAK OBD FAULT RECTIFICATION GUIDE

Determine Which DTC Has Been Stored

Using the manufacturer approved diagnostic system, choose diagnostic session , then choose the following symptom paths : Powertrain/engine system/fuel vapor and odor, Powertrain/engine system/fuel tank, Electrical/instruments/warning lamps/engine malfunction lamp/lamp illuminated, Powertrain/engine system/engine performance/fuel consumption high

Note. This guide covers DTCs that relate to evaporative leak monitoring, as listed in the table below

Attempt To Replicate The Fault Using The "Fuel Leak Check" Forced Test

1. Record any DTCs that has been logged
2. Using the manufacturer approved diagnostic system, in the Recommendations tab run the Fuel Leak Check forced test
3. For the test to run the fuel level must be between 15% and 85%
4. During this procedure the engine must be off
5. The possible responses from the test and the associated DTCs are listed below
6. If again no fault is found it could suggest that the failure mode is a borderline condition (refer to section 3) or that it was caused by incorrect fitment of the fuel cap or the fuel filler neck is at fault therefore it is important not disturb the fuel cap
7. Disconnect purge pipe from the purge valve, observe the condition of connection (the seating and condition of the "O" ring) and then reconnect. Using the manufacturer approved diagnostic system, run Purge Valve Self Test (to clean the purge valve) then run the Fuel Leak Check
8. If the test failed, a smoke test is required to determine the cause of the leak NOTE: P240B & P240C are not included in the Fuel Leak Check forced test (these monitors run at every ignition on and complete within 30 seconds) Response Description ID Equivalent DTC Function running: Reference leak measurement 1 Function running: Rough leak measurement 2 Function running: Small leak measurement 3 Function running: 2nd ref leak measurement 4 Function running: COV Cleaning 5 Function aborted due to conditions: Vbatt conditions not correct (too high/ low) 11 Function aborted due to conditions: Variation Ref. I (reference current) too high 12 P2404-29 Function aborted due to conditions: DMTL electrical fault 13 P0447, P0448 Function aborted due to conditions: Maximum diagnostic time exceeded 14 Function aborted due to conditions: Crash detected 15 Function aborted due to conditions: Refuel detected 20 Function aborted due to conditions: Filler cap opened 21 Function aborted due to conditions: Engine start 23 Function aborted due to conditions: Noisy current measurement 24 P2404-2F Function aborted due to conditions: Ambient temp outside range 26 Function aborted due to conditions: Ambient pressure outside range 27 Function aborted due to conditions: Other conditions 29 Function complete - Tight system, fault free 30 Function complete - Fine leak detected 31 P0442 Function complete - Rough leak detected 32 P0455 Function complete - Module error 33 P2401, P2402, P2450, P2451, P2405, P2406, P2404-29 Function complete - Medium leak detected 34 P0442, P0455 Read The "Ranking values" To Determine How Far Away The Result Is From The Failure Threshold
9. When the Fuel Leak Check forced test has completed the test results (known as ranking values) will be displayed
10. These should be compared against the limits shown in the table below
11. If the test result is borderline then there is a risk that a failure will occur at a later date (during customer usage of the vehicle)
12. To avoid this the vehicle should be carefully checked for any small leaks

TRACE THE ROOT CAUSE OF THE FAULT

The list below provides some suggested actions to help trace the root cause of the fault

Each action should be followed up with a Fuel Leak Check forced test (and ranking value check) in order to determine if any improvement has been made

Pre and 10MY Denso/Bosch PCM Systems

Scheme 1

Note. Apart from the purge valve connection, it is recommended to smoke test the EVAP system without disturbing any joints associated with the system, this will determine the leak more accurately and quickly

1. 1. Remove rear wheel arch liner to access fuel filler neck
2. 2. On the fuel filler neck the DMTL filter will be visible as shown in picture. Unclip filter housing from fuel filler neck to gain better access to DMTL filter
3. 3. Remove carefully the top of filter to expose filter and remove
4. 4. Attach rubber adapter to tip of smoke machine nozzle to ensure tight seal to filter housing. Disconnect the purge pipe from purge valve; this will be an escape point for the smoke to exit
5. 5. Allow tester to complete self-test and green READY light to turn ON 2. For best Tester performance; completely unwind Tester's supply hose
6. 6. Press Smoke on control panel to fill EVAP system with smoke vapor. The control panel Smoke light will light indicating smoke production. The smoke setting is on a 15 minute timer. Pressing the Smoke button again turns Tester off. It is normal for the flow meter ball, while in the smoke mode, not to be as steady as when it is in the Test mode. Note: The pressure gauge is active only after smoke cycle is complete
7. 7. Continue introducing smoke into the EVAP System until the flow meter's ball stops descending and this assures the system test pressure is met and smoke will appear from the purge pipe, then close off purge pipe with special tool (Test Adapter Hose/EVAP Port 310-142)

Scheme 2

Scheme 3

Scheme 4

Pre 10MY Vehicles

On pre 10MY DMTL systems, Using the manufacturer approved diagnostic system, select Measurement application session then select the Recommendations tab which will give you access to Datalogger . Then select Engine systems then select the Output state control data-logger signal Engine output 1 - diagnostic module - tank leakage -change over valve active which will close the system. Then select Engine output 1 - diagnostic module - tank leakage - pump active this will pressurize the EVAP system

Scheme 5

10MY vehicles

On 10MY vehicles a smoke test application is available so therefore only smoke fill the system and then run the application

1. 8. Follow the EVAP system path with the halogen light provided and looks for the smoke exiting the leak(s) or use the UV light provided and look for the dye deposited at the exact location of the leak(s)
2. 9. Repair the leak(s) and perform the Fuel Leak Check application again or smoke test to verify repair, as well as to make sure there are no additional leaks in the EVAP system

The UltraTraceUV® smoke solution's dye feature is especially helpful when the leak is in an area that is not readily visible, as on the top of the fuel tank or behind a panel. Once you gain access to the area of the leak, wear the yellow UV glasses and shine the UV light provided to identify the exact location of the leak(s). Smoke exiting a very small leak is even easier to see with lower pressure. If you encounter smoke leaking out of an area but find it difficult to pinpoint exactly where the source of the leak is; try reducing the pressure in the system being tested by turning the Tester OFF and allow the pressure to dissipate. The longer a particular leak is allowed to leak, the more fluorescent dye material will be deposited at that leak. With some vapor system leaks, the leak may only present itself under vacuum and not under pressure. If equipment permits, test the system in both states. Purge valve faults [P0441, P0444, P0458 and P0459] should all inhibit DMTL leak test and therefore need to be resolved prior to any DMTL issues. For this reason, when smoke testing the vapor system, it should be sufficient to enter the system at the connection up stream of the purge valve. If no leak is found then testing the remainder of the system up to the purge valve is recommended

Note. It may be possible to search for small leaks using a gas analyzer and looking for HC (hydro carbon) spikes. This should enable leaks to be detected in areas of the vapor system that our out of sight of the technician. The solenoid should be deactivated after five minutes to prevent potential damage. Check that connector and individual terminals are sealed correctly

Phase-One - (quantifying the leak)

1. Connect the tester supply hose to vehicle EVAP system. > Refer to appropriate vehicle application
2. Determine if the vehicle's EVAP system you are testing is governed by a.020" (0.5 mm) or.040" (1 mm) acceptable leak standard. Press the appropriate calibration standard on the tester's control panel and observe the position of the flow meter ball. > This function automatically turns off in 10 seconds
3. Position the flow meter's pointer flag so that it aligns with the measurement observed in step 2 above. > This sets PASS / FAIL mark
4. Close vehicle's EVAP Vent Solenoid. > Refer to appropriate vehicle application
5. Press TEST on control panel and fill EVAP system. > This introduces 5-minutes of nitrogen gas
6. Look for flow meter ball to stop descending indicating that the vehicle system is full. > Fill time 1-4 minutes depending on system volume
7. Compare flow meter ball reading to pointer flag. > ABOVE flag = FAIL (go to Phase-Two). > BELOW flag = PASS (test complete)

Testing With Pressure and Vacuum Decay

In addition to quantifying the leak with the Phase-One flow test, the Tester allows you the flexibility of testing the vehicle's EVAP system by using either Pressure Decay or Vacuum Decay methods. Below are instructions for performing both decay tests

Pressure-Decay Test

Note. The Pressure Decay test is best performed immediately after the Phase-one flow test, since the system has already built up pressure

At the completion of the Phase-one flow test, the EVAP system is fully pressurized, since the Phase-one test uses pressure to perform its flow test. Testing pressure decay with the Vacutec® 522B-J/LR is very simple. All you need to do is the following

1. Allow tester to complete self-test and green READY light to turn ON
2. Connect Tester supply hose to vehicle EVAP system
3. Close vehicle's EVAP Vent solenoid > Refer to appropriate vehicle application
4. Press VACUUM switch on the tester control panel NOTE: The vacuum switch is on a 30-second timer, which should be sufficient time to draw the appropriate vacuum from the EVAP system. Press VACUUM switch again if additional time is required
5. After vacuum timer turns off, observe the vacuum gauge for any decay (loss of vacuum) indicating a leak in the EVAP system

Scheme 6

Note. Disconnect the Tester from the vehicle after the Vacuum Decay Test. The fuel pressure in the vehicle's fuel tank is constantly changing due to the vehicle's fuel volatility and that could cause the Tester's pressure gauge to exceed its maximum reading limits

REMOVAL

Note. Removal steps in this procedure may contain installation details.

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover-sport/l320-2009-2013/remont/charging-system/#battery-charging-system-general-information) .
2. Refer to «Air Cleaner Outlet Pipe T-Connector»(/land-rover/range-rover-sport/l320-2009-2013/remont/mechanical/#intake-air-distribution-and-filtering-v8-50l-petrol) .

INSTALLATION

1. To install, reverse the removal procedure.

Note. Removal steps in this procedure may contain installation details.

Scheme 7

Scheme 8

1. Refer to «Engine Cover - 5.0L»(/land-rover/range-rover-sport/l320-2009-2013/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .

1. To install, reverse the removal procedure.

Scheme 9

Scheme 10

Scheme 11

Scheme 12

1. Remove the spare wheel and tire.
2. Raise and support the vehicle.
3. Remove the spare wheel and tire shield.
4. Remove the fuel tank filler pipe. For additional information, refer to: Fuel Tank Filler Pipe
5. Disconnect the hoses and electrical connector.
6. Remove the evaporative emissions canister.
7. NAS vehicles: Remove the fuel tank leakage detection module. Remove the 3 screws.

1. NAS vehicles: Install the fuel tank leakage detection module. Install the screws.
2. Install the evaporative emissions canister. Connect the electrical connector. Connect the hoses. Tighten the bolts to 23 Nm.
3. Install the fuel tank filler pipe. For additional information, refer to Fuel Tank Filler Pipe
4. Install the spare wheel and tire shield 25 Nm.
5. Install the spare wheel and tire.

See also:
• GENERAL INFORMATION - DIAGNOSTIC TROUBLE CODE (DTC) INDEX
• Specifications
• Air Cleaner Outlet Pipe T-Connector
• Engine Cover - 5.0L
• EVAPORATIVE EMISSIONS