Engine System - General Information Land Rover Range Rover Sport L320

ENGINE - DIAGNOSTIC PROCEDURES (5.0L NA V8 - AJ133/5.0L SC V8 - AJ133)

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Oil pressure testing adaptor 303-1451 Oil pressure testing gauge 303-871

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Scheme 245

PRINCIPLE OF OPERATION

For a detailed description of the 5.0L engine, refer to

ENGINE (V8 5.0L PETROL) and

ENGINE (V8 S/C 5.0L PETROL) .

INSPECTION AND VERIFICATION

1. Verify the customer concern.
2. Visually inspect for obvious signs of damage and system integrity. VISUAL INSPECTION Mechanical Electrical Coolant leaks Oil leaks Leaks in the fuel system Visibly damaged or worn parts Loose or missing fixings Fuses Loose or corroded electrical connectors Harnesses Sensors
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 concern is not visually evident, verify the symptom and refer to the Symptom Chart, alternatively check for Diagnostic Trouble Codes (DTCs) and refer to the relevant DTC Index.

SYMPTOM CHART

Note. If an engine is suspect, and the vehicle remains under the Manufacturers warranty refer to the Warranty Policy and Procedure information, or determine if any prior approval program is in operation, prior to the installation of a new engine.

Note. Due to the possibility of loose carbon, that has become trapped between the valve face and seat, effecting the pressure readings, when carrying out a compression test and some cylinders are found to have low pressures, install the spark plugs, road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required.

DTC INDEX

For a complete list of all Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to DIAGNOSTIC TROUBLE CODE (DTC) INDEX - DTC: ENGINE CONTROL MODULE (PCM) 5.0L V8 .

ENGINE OIL LEAKS

Note. Before installing new gaskets or oil seals, make sure that the fault is clearly established.

If the oil leak cannot be identified clearly by a visual inspection, carry out an Ultraviolet test

Fluorescent Oil Additive Method

1. Clean the engine with a suitable cleaning fluid (brake cleaner).
2. Drain the engine oil and refill with recommended oil, premixed with Diesel Engine Oil Dye or equivalent. Use a minimum 14.8 ml (0.5 ounce) to a maximum 29.6 ml (1 ounce) of fluorescent additive to all engines. If oil is not premixed, fluorescent additive must first be added to the crankcase.
3. Run engine for 15 minutes. Stop the engine and inspect all seal and gasket areas for leaks using a 12 Volt Master UV Diagnostic Inspection Kit or equivalent. A clear bright yellow or orange area will identify leak. For extremely small leaks, several hours may be required for the leak to appear.
4. As necessary, pressurize the main oil gallery system to locate leaks due to incorrectly sealed, loose or cocked plugs. If the flywheel bolts leak oil, look for sealer on the threads.
5. Repair all leaks as necessary.

COMPRESSION TEST

General Remarks

Note. Removing fuses and disconnecting electrical components may cause the Engine Control Module (ECM) to log Diagnostic Trouble Codes (DTCs). After the measurements have been carried out, DTCs should be cleared from memory by connecting to the Manufacturer Approved Diagnostic System.

Note. Only check the compression pressure with the valves set to the prescribed clearance (if this can be adjusted).

The compression pressure should be checked with the engine at normal operating temperature.

CHECK THE COMPRESSION PRESSURE

1. Remove the fuel pump relay.
2. Start the engine - the engine will start, run for a few seconds then stall.
3. Remove the spark plugs.
4. Install the compression tester.
5. Install an auxiliary starter switch in the starting circuit. With the ignition switch OFF, using the auxiliary starter switch, crank the engine a minimum of five compression strokes and record the highest reading. Note the approximate number of compression strokes required to obtain the highest reading.
6. Repeat the test on each cylinder, cranking the engine approximately the same number of compression strokes.
7. Install the removed components in reverse order, observing the specified tightening torques.
8. Clear all DTCs from the ECM.

INTERPRETATION OF THE RESULTS

Note. Due to the possibility of loose carbon that has become trapped between the valve face and seat effecting the pressure readings, when carrying out a compression test and cylinders are found to have low pressures, install the spark plugs, road test the vehicle and re-test the suspect cylinders. If the correct pressures are restored, no further action is required.

The indicated compression pressures are considered within specification if the lowest reading cylinder is within 75% of the highest reading.

If the cylinder pressures are found to be low, carry out a leakdown test to determine the location of the fault (if any leakback can be heard through the engine breather system suspect the piston rings, if any leakback can be heard through the inlet system suspect the inlet valve or seat, if any leakback can be heard through the exhaust manifold suspect the exhaust valve or seat. If the measurements for two cylinders next to each other are both too low then it is very likely that the cylinder head gasket between them is burnt through. This can also be recognized by traces of engine oil in the coolant and/or coolant in the engine oil).

OIL CONSUMPTION TEST

The amount of oil an engine uses will vary with the way the vehicle is driven in addition to normal engine-to-engine variation. This is especially true during the first 16, 100 km (10, 000 miles) when a new engine is being broken in or until certain internal components become conditioned. Vehicles used in heavy-duty operation may use more oil. The following are examples of heavy-duty operation

1. Trailer towing applications
2. Severe loading applications
3. Sustained high speed operation

Engines need oil to lubricate the following internal components

1. Cylinder block cylinder walls
2. Pistons and piston rings
3. Intake and exhaust valve stems
4. Intake and exhaust valve guides
5. All internal engine components

When the pistons move downward, a thin film of oil is left on the cylinder walls. As the vehicle is operated, some oil is also drawn into the combustion chambers past the intake and exhaust valve stem seals and burned.

The following are examples of conditions that can affect oil consumption rates

1. Engine size
2. Operator driving habits
3. Ambient temperatures
4. Quality and viscosity of oil
5. Engine is being run in an overfilled condition (check the oil level at least five minutes after a hot shutdown with the vehicle parked on a level surface. The oil level should not be above the top of the cross-hatched area and the letter "F" in FULL).

Operation under varying conditions can frequently be misleading. A vehicle that has been run for several thousand miles on short trips or in below-freezing ambient temperatures may have consumed a "normal" amount of oil. However, when checking the engine oil level, it may measure up to the full mark on the oil level indicator due to dilution (condensation and fuel) in the engine crankcase. The vehicle then might be driven at high speeds on the highway where the condensation and fuel boil off. The next time the engine oil is checked it may appear that a liter of oil was used in about 160 km (100 miles). Oil consumption rate is about one liter per 2, 400 km (1, 500 miles).

Make sure the selected engine oil meets Jaguar specification and the recommended API Performance category "SG" and SAE viscosity grade as shown in the vehicle Owner's Information. It is also important that the engine oil is changed at the intervals specified for the typical operating conditions.

The following diagnostic procedure is used to determine the source of excessive oil consumption.

Note. Oil use is normally greater during the first 16, 100 km (10, 000 miles) of service. As mileage increases, oil use decreases. High speed driving, towing, high ambient temperature and other factors may result in greater oil use.

1. Define excessive consumption, such as the number of miles driven per liter of oil used. Also determine customers driving habits, such as sustained high speed operation, towing, extended idle and other considerations.
2. Verify that the engine has no external oil leaks as described under Engine Oil Leaks in this information.
3. Carry out an oil consumption test: Run the engine to normal operating temperature. Switch engine OFF and allow oil to drain back for at least five minutes. With vehicle parked on level surface, check the engine oil level. If required, add engine oil to set level exactly to the FULL mark. Record the vehicle mileage. Instruct the customer to return for a level check after driving the vehicle as usual for 1, 610 km (1000 miles). Check the oil level under the same conditions and at the same location as the initial check. NOTE: If the oil consumption rate is unacceptable go to Step 4.
4. Check the Positive Crankcase Ventilation (PCV) system. Make sure the system is not plugged.
5. Check for plugged oil drain-back holes in the cylinder head and cylinder block.
6. If the condition still exists after carrying out the above tests go to step 9.
7. Carry out a cylinder compression test. Refer to the Compression Test procedure in this information. This can help determine the source of oil consumption such as valves, piston rings or other areas.
8. Check valve guides for excessive guide clearance. Install new valve stem seals after verifying valve guide clearance.
9. Worn or damaged internal engine components can cause excessive oil consumption. Small deposits of oil on the tips of the spark plugs can be a clue to internal oil consumption.

INTAKE MANIFOLD VACUUM TEST

Bring the engine to normal operating temperature. Connect a vacuum gauge or equivalent to the intake manifold. Run the engine at the specified idle speed.

The vacuum gauge should read between 51-74 kPa (15-22 in-Hg) depending upon the engine condition and the altitude at which the test is performed. Subtract 4.0193 kPa (1 in-Hg) from the specified reading for every 304.8 m (1, 000 feet) of elevation above sea level.

The reading should be steady. As necessary, adjust the gauge damper control (where used) if the needle is fluttering rapidly. Adjust damper until needle moves easily without excessive flutter.

INTERPRETING VACUUM GAUGE READINGS

A careful study of the vacuum gauge reading while the engine is idling will help pinpoint trouble areas. Always conduct other appropriate tests before arriving at a final diagnostic decision. Vacuum gauge readings, although helpful, must be interpreted carefully.

Most vacuum gauges have a normal band indicated on the gauge face.

The following are potential gauge readings. Some are normal; others should be investigated further.

Scheme 246

1. NORMAL READING: Needle between 51-74 kPa (15-22 in-Hg) and holding steady.
2. NORMAL READING DURING RAPID ACCELERATION: When the engine is rapidly accelerated, the needle will drop to a low (not to zero) reading. When the throttle is suddenly released, the needle will snap back up to a higher than normal figure.
3. NORMAL FOR HIGH-LIFT CAMSHAFT WITH LARGE OVERLAP: The needle will register as low as 51 kPa (15 in-Hg) but will be relatively steady. Some oscillation is normal.
4. WORN RINGS OR DILUTED OIL: When the engine is accelerated, the needle drops to 0 kPa (0 in-Hg). Upon deceleration, the needle runs slightly above 74 kPa (22 in-Hg).
5. STICKING VALVES: When the needle remains steady at a normal vacuum but occasionally flicks (sharp, fast movement) down and back about 13 kPa (4 in-Hg), one or more valves may be sticking.
6. BURNED OR BENT VALVES: A regular, evenly-spaced, downscale flicking of the needle indicates one or more burned or damaged valves. Insufficient hydraulic valve tappet or hydraulic lash adjuster clearance will also cause this reaction.
7. POOR VALVE SEATING: A small but regular downscale flicking can mean one or more valves are not seating correctly.
8. WORN VALVE GUIDES: When the needle oscillates over about a 13 kPa (4 in-Hg) range at idle speed, the valve guides could be worn. As engine speed increases, the needle will become steady if guides are responsible.
9. WEAK VALVE SPRINGS: When the needle oscillation becomes more violent as engine RPM is increased, weak valve springs are indicated. The reading at idle could be relatively steady.
10. LATE VALVE TIMING: A steady but low reading could be caused by late valve timing.
11. IGNITION TIMING RETARDED: Retarded ignition timing will produce a steady but somewhat low reading.
12. INSUFFICIENT SPARK PLUG GAP: When spark plugs are gapped too close, a regular, small pulsation of the needle can occur.
13. INTAKE LEAK: A low, steady reading can be caused by an intake manifold or throttle body gasket leak.
14. BLOWN HEAD GASKET: A regular drop of fair magnitude can be caused by a blown head gasket or warped cylinder head to cylinder block surface.
15. RESTRICTED EXHAUST SYSTEM: When the engine is first started and is idled, the reading may be normal, but as the engine RPM is increased, the back pressure caused by a clogged muffler, kinked tail pipe or other concerns will cause the needle to slowly drop to 0 kPa (0 in-Hg). The needle then may slowly rise. Excessive exhaust clogging will cause the needle to drop to a low point even if the engine is only idling.

When vacuum leaks are indicated, search out and correct the cause. Excess air leaking into the system will upset the fuel mixture and cause concerns such as rough idle, missing on acceleration or burned valves. If the leak exists in an accessory such as the power brake booster, the unit will not function correctly. Always repair vacuum leaks.

ENGINE OIL PRESSURE CHECK

Note. Prior to checking the engine oil pressure, a road test of 6 miles (10 kilometers), must be carried out. Do not attempt to attain engine normal operating temperature by allowing the engine to idle.

1. Disconnect the battery ground cable. Refer to «BATTERY AND CHARGING SYSTEM - GENERAL INFORMATION»(/land-rover/range-rover-sport/l320-2009-2013/remont/charging-system/#battery-charging-system-general-information)
2. Remove the engine oil filter element Refer to «OIL FILTER ELEMENT»(/land-rover/range-rover-sport/l320-2009-2013/remont/mechanical/#engine-v8-50l-petrol) .
3. Install the oil filter element into special tool (Oil filter adapter number 303-1451)
4. Install the special tool (Oil filter adapter number 303-1451) to the engine. Torque: 25 Nm. Refer to: «SPECIAL TOOL(S)»(/land-rover/range-rover-sport/l320-2009-2013/remont/mechanical/#engine-system-general-information) .
5. Install the special tool (Oil pressure testing gauge, 303-871) and tighten the union. Refer to: «SPECIAL TOOL(S)»(/land-rover/range-rover-sport/l320-2009-2013/remont/mechanical/#engine-system-general-information) .
6. Connect the battery ground cable
7. Refer to owner hand book, check and top-up the engine oil if required
8. Start and run the engine
9. Note the oil pressure readings with the engine running at idle and 3500 RPM
10. Turn off the engine
11. Disconnect the battery ground cable
12. Remove the special tools Clean the components
13. Install the engine oil filter element Refer to «OIL FILTER ELEMENT»(/land-rover/range-rover-sport/l320-2009-2013/remont/mechanical/#engine-v8-50l-petrol) . NOTE: Ensure the oil filter element is not contaminated during this procedure
14. Connect the battery ground cable
15. Refer to owner hand book, check and top-up the engine oil if required

Scheme 247

1. Inspect bearings for the following defects. Cratering - fatigue failure Spot polishing - incorrect seating. Imbedded dirt engine oil. Scratching - dirty engine oil. Base exposed - poor lubrication. Both edges worn - journal damaged. One edge worn - journal tapered or bearing not seated.

CAMSHAFT BEARING JOURNAL CLEARANCE

1. Position on a length of plastigage on the bearing cap. Insert the camshaft, without lubrication, into the cylinder head. Position a plastigage strip, which should be equal to the width of the bearing cap, on the bearing journal.
2. Install the camshaft bearing caps. Follow the relevant tightening sequence.
3. Remove the camshaft bearing caps. Follow the relevant loosening sequence.
4. Using the special tool, read off the measurement. Compare the width of plastigage with the plastigage scale. The value that is read off is the bearing clearance. If the values are not to specification install a new camshaft.

Scheme 248

1. Determine the diameter of the camshaft journals. Using a micrometer measure the diameter at 90 degrees intervals to determine if the journals are out-of-round. Measure at two different points on the journal to determine if there is any tapering. If the measurements are out of the specified range, install a new camshaft.

Scheme 249

1. Using the special tool, measure the end play. Slide the camshaft in both directions. Read and note the maximum and minimum values on the dial indicator gauge. End play = maximum value minus minimum value. If the measurement is out of specification, install new components.

CAMSHAFT LOBE LIFT

1. Measure the diameter (1) and diameter (2) with a vernier caliper. The difference in measurements is the lobe lift.

CAMSHAFT SURFACE INSPECTION

1. Inspect camshaft lobes for pitting or damage in the active area. Minor pitting is acceptable outside the active area.

CONNECTING ROD CLEANING

1. Mark and separate the parts and clean with solvent. Clean the oil passages.

CONNECTING ROD LARGE END BORE

1. Measure the bearing bore in two directions. The difference is the connecting rod bore out-of-round. Verify the out-of-round is within specification.
2. Measure the bearing bore diameter in two directions. Verify the bearing bore is within specification.

CRANKSHAFT END PLAY

1. Using the Dial Indicator Gauge with Brackets, measure the end play. Measure the end play by lifting the crankshaft using a lever. If the value is out of the specification, install new thrust half rings to take up the end float and repeat the measurement.

CRANKSHAFT MAIN BEARING JOURNAL CLEARANCE

Scheme 250

Scheme 251

1. Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine e.g. for this example engine, the crank journal at the front of the engine is grade P, and at the rear is grade L. The selection of main bearing shells is described in the following chart.
2. Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine e.g. for this example engine, the crankpin at the front of the engine is grade A and at the rear is also grade A. Grade A = 56, 000 to 55, 994 mm (Bearing Shell Color Code - Blue). Grade B = 55, 994 to 55, 988 mm (Bearing Shell Color Code - Green). Grade C = 55, 988 to 55, 982 mm (Bearing Shell Color Code - Yellow).
3. Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine e.g. for this example engine, the crankpin at the front of the engine is grade A and at the rear is also grade A. Grade A = 53, 000 to 52, 994 mm (Bearing Shell Color Code - Blue). Grade B = 52, 994 to 52, 988 mm (Bearing Shell Color Code - Green). Grade C = 52, 988 to 52, 982 mm (Bearing Shell Color Code - Yellow).
4. The cylinder bore grades read from LEFT to RIGHT as follows: Bank 2 - Cylinder 1, Bank 2 - Cylinder 2, Bank 2 - Cylinder 3, Bank 2 - Cylinder 4, Bank 1 - Cylinder 4, Bank 1 - Cylinder 3, Bank 1 - Cylinder 2, Bank 1 - Cylinder 1. (Note, in earlier publications Bank 1 was described as A-Bank and Bank 2 as B-Bank) Grade 1 Bore = 85, 990 to 86, 000 mm. Grade 2 Bore = 86, 000 to 86, 010 mm. Grade 3 Bore = 86, 010 to 86, 020 mm.
5. Read the grade letters from LEFT to RIGHT = FRONT to REAR of engine e.g. for this example engine, the crank journal bore at the front of the engine is grade W, and at the rear is grade N. The selection of main bearing shells is described in the following JOURNAL DIAMETER AND MAIN BEARING BORE CHART .
6. JOURNAL DIAMETER AND MAIN BEARING BORE CHART
7. The number in each diagonal band represents a PAIR of color coded main bearing shells which must be used with a specific journal, depending on the combination of journal diameter and crankshaft bore diameter. The color codes for each band are as follows: Blue / Green and Blue / Green Blue / Green and Blue Blue and Blue Blue and Green Green and Green Green and Yellow Yellow and Yellow Consider crankshaft journal 5 (from the example grade markings on the cylinder block) - the cylinder block bore is Grade N and the crankshaft journal diameter is Grade L. From the chart, it will be seen that the point of intersection is in Band 4 which equates to one Blue shell and one Green shell. When the appropriate pair of color codes have been selected for a journal, either color may be installed to the cylinder block or to the bedplate, but, the shell which is to be installed to the cylinder block must have an oil groove and the shell which is to be installed to the bedplate must be plain.
8. The thickness grade of all main bearing shells are to be selected to give a total running clearance of not less than 0.022 mm or greater than 0.040 mm. Each bearing bore in the block/bedplate assembly should be measured at two mutually perpendicular diameters 45° to the vertical in the middle of the bearing. The minimum diameter of the two is to be used. Each crankshaft main bearing journal should be measured dynamically at a point in line with the middle of each bearing. When the appropriate pair of color codes have been selected for a journal, either color may be installed to the cylinder block or to the bedplate, but, the shell which is to be installed to the cylinder block must have an oil groove and the shell which is to be installed to the bedplate must be plain.

CYLINDER BORE OUT-OF-ROUND

1. Measure the cylinder bore with an internal micrometer. Carry out the measurements in different directions and at different heights to determine if there is any out-of-roundness or tapering. If the measurement is out of the specified range, hone out the cylinder block or install a new block.

Scheme 252

1. Measure the cylinder block/cylinder head distortion. Using the special tool, measure the mating face distortion. If the value is not to specification rework the mating face.

EXHAUST MANIFOLD CLEANING AND INSPECTION

1. Inspect the cylinder head joining flanges of the exhaust manifold for evidence of exhaust gas leaks.
2. Inspect the exhaust manifold for cracks, damaged gasket surfaces, or other damage that would make it unfit for further use.

Scheme 253

1. Carry out a visual inspection. Clean the piston skirt, pin bush, ring grooves and crown and check for wear or cracks. If there are signs of wear on the piston skirt, check whether the connecting rod is twisted or bent.

PISTON PIN DIAMETER

1. Measure the piston pin diameter. Measure the diameter in two directions. If the values are not to specification, install a new piston and a new piston pin.

PISTON PIN TO BORE DIAMETER

1. Measure the diameter of the piston pin bore. Measure the diameter in two directions. If the values are not to specification, install both a new piston and a new piston pin.

Scheme 254

1. Using the Feeler Gauge, measure the piston ring gap. The values given in the specification refer to a gauge ring used during production.

Scheme 255

1. Using the Feeler Gauge, measure the piston ring clearance.

VALVE SPRING FREE LENGTH

1. Using a vernier gauge, measure the free length of each valve spring. Verify the length is within specification.

Scheme 256

1. Using a micrometer measure the diameter of the valve stems. If the measurements are not to specification, install a new valve.

LEAKAGE TEST USING SMOKE TEST EQUIPMENT

Note. The vehicle battery must be in good condition and fully charged before carrying out this procedure.

Note. On vehicles with 3.0L TDV6, it will be necessary to insert smoke at both air cleaner outlet pipes independently if the right hand turbocharger and associated hoses are to be tested.

Note. In some cases it may be necessary to remove undertrays, trim or engine covers to obtain access to all potential leak locations.

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Note. For further information regarding operation of the test equipment refer to the manufacturers operators information supplied with the kit.

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Scheme 261

1. Install the smoke test equipment to a suitable location under the hood.
2. Connect a suitable compressed air line to the smoke test equipment.
3. Connect the smoke test equipment positive power cable to the battery positive terminal.
4. Connect the smoke test equipment negative cable to a suitable body ground point.
5. Observe the power indicator lamp on the smoke test equipment. Make sure that a continuous green light is displayed.
6. Disconnect the air cleaner outlet pipe(s).
7. Connect the smoke test equipment supply hose to the air cleaner outlet pipe. Install the appropriate adapter to the air cleaner outlet pipe. Connect the smoke test equipment supply hose to the adapter link hose.
8. Switch the smoke test equipment on.
9. Remove the oil filler cap, and observe until a constant flow of smoke is visible leaving the oil filler orifice. Install the oil filler cap.
10. Using the torch supplied in the kit set to white light, look for escaping smoke. Alternatively, use the ultraviolet light to look for fluorescent dye deposits at the source of a leak.

See also:
• ENGINE (V8 5.0L PETROL)
• ENGINE (V8 S/C 5.0L PETROL)
• DIAGNOSTIC TROUBLE CODE (DTC) INDEX - DTC: ENGINE CONTROL MODULE (PCM) 5.0L V8
• BATTERY AND CHARGING SYSTEM - GENERAL INFORMATION
• SPECIAL TOOL(S)