Electronic Engine Controls (4.2l) Land Rover Range Rover L322

SPECIFICATIONS

LUBRICANTS

* Apply to area around sensor threads prior to attempting to remove sensor

ENGINE MANAGEMENT SYSTEM

TORQUE SPECIFICATIONS

+ Apply anti-seize lubricant to threads of sensor - Refer to appropriate Lubricant information

* New bolts must be installed

COMPONENT LOCATION (SHEET 1 OF 2)

Scheme 1

GENERAL

The V8 4.2 Liter supercharged engine is controlled by an engine control module (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 (OBD)
8. Interface with the immobilization system
9. Speed control

The engine control module (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 engine control module (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 engine control module (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 controller area network (CAN) bus, to obtain additional information (e.g. road speed from the anti-lock brake system (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.).

Scheme 2

The engine control module (ECM) is located in the E-Box on the right-hand (RH) side of the engine compartment at the front.

System engine control module (ECM) has the following inputs

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

The engine control module (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. Air conditioning condenser cooling Fan
9. Fuel pump relay
10. Starter relay
11. EMS Main relay
12. Generator control
13. Diagnostic Module Tank Leakage (DMTL) (NAS Only)
14. E-box fan
15. fuel pump driver module (FPDM)
16. Air conditioning condenser cooling fan (+ 50° Celsius markets)

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 engine control module (ECM). The sensor produces the signal which enables the engine control module (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 engine control module (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 degrees intervals and approximately 5° wide: one of the teeth is removed to provide a hardware reference mark which is 60 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 engine control module (ECM) transmits the engine speed to other vehicle control modules on controller area network (CAN).

CAMSHAFT POSITION SENSOR (CMP)

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 crankshaft revolutions. The sensing element is positioned between 0 and 2mm from the side of the cam gear wheel.

The camshaft timing wheel is a sintered 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.

ENGINE COOLANT TEMPERATURE SENSOR (ECT)

The engine coolant temperature (ECT) sensor is located at the front of the engine at the rear of the thermostat housing. The engine coolant temperature (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 -40 Degrees Celsius to 120 Degrees Celsius. The maximum engine coolant temperature the engine control module (ECM) outputs on the controller area network (CAN) is the 120 Degrees Celsius. When a defective coolant sensor is detected, the engine control module (ECM) uses the oil temperature sensor value. Should both the oil temperature sensor and the coolant sensor fail the engine control module (ECM) defaults to 119 Degrees Celsius.

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. The sensors operating range is -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.

FUEL RAIL PRESSURE SENSOR

The fuel rail pressure sensor is located on top of the fuel rail adjacent to the fuel inlet. The fuel rail pressure sensor measures the pressure of the fuel in the fuel rail. This input is then used by the fuel pump control module to control the amount of fuel delivered to the fuel rail.

DIAGNOSTIC MONITORING OF TANK LEAKAGE (DMTL) - NAS ONLY

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 engine control module (ECM). The engine control module (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 engine control module (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. Refer to Evaporative Emissions .

PURGE VALVE

The purge valve is located at the rear of the engine on a bracket which is attached to the transmission bell housing. 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 engine control module (ECM). When the engine operating conditions are correct, the engine control module (ECM) opens the purge valve at a rate proportional to engine load 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. This action purges the charcoal canister of hydrocarbon vapor, which is burnt in the normal engine combustion cycle. Refer to Evaporative Emissions .

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

The mass air flow (MAF)/intake air temperature (IAT) 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 engine control module (ECM) then uses this signal from the mass air flow (MAF) 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 stoichiometric 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 intake air temperature (IAT) sensor is integrated into the mass air flow (MAF) meter. It is a temperature dependent resistor (thermistor), i.e. the resistance of the sensor varies with temperature. This thermistor is a negative temperature coefficient (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 engine control module (ECM). The voltage from this sensor changes as the sensor resistance changes, thus relating the air temperature to the voltage measured by the engine control module (ECM).

The engine control module (ECM) stores a 25 Degrees Celsius default value for air temperature in the event of a sensor failure.

MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)- SUPERCHARGER INLET PRESSURE

The manifold absolute pressure (MAP) sensor provides a voltage proportional to the absolute pressure in the supercharger intake. This signal allows the load on the engine to be calculated and used within the internal calculations of the engine control module (ECM). The sensor is located below the electric throttle on the induction elbow.

MANIFOLD ABSOLUTE PRESSURE (MAP) PIN OUT TABLE

The output signal from the manifold absolute pressure (MAP) sensor, together with the crankshaft position (CKP) and intake air temperature (IAT) sensors, is used by the engine control module (ECM) to calculate the amount of air induced into the cylinders. This enables the engine control module (ECM) to determine ignition timing and fuel injection duration values.

The manifold absolute pressure (MAP) sensor receives a 5V supply voltage from pin 48 of engine control module (ECM) connector C0634 and provides an analogue signal to pin 38 of engine control module (ECM) connector C0634, which relates to the absolute manifold pressure and allows the engine control module (ECM) to calculate engine load. The engine control module (ECM) provides a ground for the sensor via pin 11 of engine control module (ECM) connector C0634.

If the manifold absolute pressure (MAP) signal is missing, the engine control module (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 engine control module (ECM) will store fault codes which can be retrieved using T4.

MANIFOLD ABSOLUTE PRESSURE AND TEMPERATURE SENSOR (MAPT)

The manifold absolute pressure and temperature (MAPT) is located to the rear of the right-hand (RH) engine bank intercooler outlet. The sensor measures the pressure and temperature of the inducted air prior to it entering the cylinders.

The sensor fits and seals using a radial 'O' ring seal directly to the inlet manifold.

The manifold absolute pressure and temperature (MAPT) signal is used to retard the ignition timing relative to boost pressure. The intercooler temperature is used for air charge density calculations and for intercooler diagnostic purposes.

If an intercooler temperature failure is detected, a diagnostic trouble code (DTC) for intercooler pump performance is stored and an engine power limitation is invoked to prevent damage to the engine.

KNOCK SENSORS

The V8 EMS has two knock sensors located in the V of the engine, one per cylinder bank. The sensors are connected to the engine control module (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 engine control module (ECM), which compares them with `mapped' signals stored in memory. From this, the engine control module (ECM) can determine when detonation occurs on individual cylinders. When detonation is detected, the engine control module (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 engine control module (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 engine control module (ECM). The engine control module (ECM) is programmed to use ignition maps for 98 research octane number (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 engine control module (ECM) learns and then modifies its internal mapping to compensate for the variation in fuel quality. This feature is called adaption. The engine control module (ECM) has the capability of adapting its fuel and ignition control outputs in response to several sensor inputs.

The engine control module (ECM) will cancel closed loop control of the ignition system if the signal received from either knock sensor becomes implausible. In these circumstances the engine control module (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 engine control module (ECM) will also store details of the engine speed, engine load and the coolant temperature.

ELECTRONIC THROTTLE

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. accelerator pedal position (APP)
3. engine control module (ECM)

When the accelerator pedal is depressed the accelerator pedal position (APP) sensor provides a change in the monitored signals. The engine control module (ECM) compares this against an electronic "map" and moves the electronic throttle valve via a pulse width modulation (PWM) control signal which is in proportion to the accelerator pedal position (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 engine control module (ECM) enables the throttle position to be calibrated each ignition cycle. When the ignition is turned OFF, the engine control module (ECM) performs a self test and calibration routine on the electronic throttle by closing the throttle fully. The power is then removed and the engine control module (ECM) checks that the throttle returns to the reference position under the pressure from the spring.

Scheme 3

The accelerator pedal position (APP) sensor is located in a plastic housing which is integral with the throttle pedal. The housing is injection molded and provides location for the accelerator pedal position (APP) sensor. The sensor is mounted externally on the housing and is secured with two Torx screws. The external body of the sensor has a six pin connector which accepts a connector on the vehicle wiring harness.

The sensor has a spigot which protrudes into the housing and provides the pivot point for the pedal mechanism. The spigot has a slot which allows for a pin, which is attached to the sensor potentiometers, to rotate through approximately 90 degrees, which relates to pedal movement. The pedal is connected via a link to a drum, which engages with the sensor pin, changing the linear movement of the pedal into rotary movement of the drum. The drum has two steel cables attached to it. The cables are secured to two tension springs which are secured in the opposite end of the housing. The springs provide 'feel' on the pedal movement and require an effort from the driver similar to that of a cable controlled throttle. A detente mechanism is located at the forward end of the housing and is operated by a ball located on the drum. At near maximum throttle pedal movement, the ball contacts the detente mechanism. A spring in the mechanism is compressed and gives the driver the feeling of depressing a 'kickdown' switch when full pedal travel is achieved.

The accelerator pedal position (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 accelerator pedal position (APP) signal failure the engine control module (ECM) will limit the maximum engine speed to 2000 rpm.

The accelerator pedal position (APP) sensor has two potentiometer tracks which each receive a 5V input voltage from the engine control module (ECM). Track 1 provides an output of 0.5V with the pedal at rest and 2.0V at 100% full throttle. Track 2 provides an output of 0.5V with the pedal at rest and 4.5V at 100% full throttle. The signals from the two tracks are used by the engine control module (ECM) to determine fueling for engine operation and also by the engine control module (ECM) and the transmission control module (TCM) to initiate a kickdown request for the automatic transmission.

The engine control module (ECM) monitors the outputs from each of the potentiometer tracks and can determine the position, rate of change and direction of movement of the throttle pedal. The 'closed throttle' position signal is used by the engine control module (ECM) to initiate idle speed control and also overrun fuel cut-off.

ACCELERATOR PEDAL POSITION (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 engine control module (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.

Scheme 4

Scheme 5

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 pulse width modulation (PWM) signal from the engine control module (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 pulse width modulation (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 engine control module (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.

GENERATOR

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

The engine control module (ECM) monitors the load on the electrical system via pulse width modulation (PWM) signal and adjusts the generator output to match the required load. The engine control module (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 engine control module (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 engine control module (ECM) to Generator.
3. Generator monitor (Alt Mon) communicates the extent of Generator current draw to engine control module (ECM). This signal also transmits faults to the engine control module (ECM) which will then sends a message to the instrument cluster on the controller area network (CAN) bus to illuminate the charge warning lamp. Refer to «Generator»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#generator-and-regulator-42l) .

FUEL INJECTORS

The engine has 8 fuel injectors (one per cylinder), each injector is directly driven by the engine control module (ECM). The injectors are fed by a common fuel rail as part of a 'return less' 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). The engine control module (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 Refer to Fuel Charging and Controls .

IGNITION COILS

The V8 engine is fitted with eight plug-top coils that are driven directly by the engine control module (ECM). This means that the engine control module (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 engine control module (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 engine control module (ECM) to store a fault code appropriate to the failure.

The engine control module (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.

Refer to Engine Ignition .

FUEL PUMP RELAY

The engine control module (ECM) controls the fuel pump relay which in turn controls the power supply to the fuel pump control module. The engine control module (ECM) energizes the relay ON with ignition ON, via pin A95 of the engine control module (ECM).

FUEL PUMP DRIVER MODULE (FPDM)

The fuel pump driver module (FPDM) is located under the rear right-hand (RH) seat and is attached to the underside of a cover plate. The fuel pump control module receives a power supply via the fuel pump relay in the auxiliary fuse box.

The engine control module (ECM) sends a pulse width modulation (PWM) signal to the fuel pump driver module (FPDM) from pin 20 of connector C0635 of the engine control module (ECM), the duty cycle of the signal determines the duty cycle of the pump. The engine control module (ECM) sets a target fuel pressure based on engine load. The target fuel pressure is maintained by using feedback from the fuel rail pressure sensor which is used to control the fuel pump via a closed loop pulse width modulation (PWM) signal. The pulse width modulation (PWM) signal to the pump represents half the ON time of the pump. If the engine control module (ECM) transmits a 50% on time the fuel pump control module drives the pump at 100%. If the engine control module (ECM) transmits a 5% ON time the fuel pump control module drives the pump at 10%. The fuel pump control module will only turn the fuel pump ON if it receives a valid signal between 4% and 50%. When the engine control module (ECM) requires the fuel pump to be turned OFF the engine control module (ECM) transmits a duty cycle signal of 75%.

The status of the fuel pump driver module (FPDM) is monitored by the engine control module (ECM) on connector C0635 pin 21. Any errors can be retrieved from the engine control module (ECM). The fuel pump control module cannot be interrogated for diagnostic purposes.

The engine control module (ECM) controls the fuel pump driver module (FPDM) in response to inputs from the fuel rail pressure sensor, manifold absolute pressure (MAP) and the mass air flow (MAF)/intake air temperature (IAT) sensor.

HARNESS CONNECTOR C2369 PIN OUT DETAILS

VISCOUS FAN CONTROL

The engine control module (ECM) controls a viscous coupled fan to provide engine cooling. The engine control module (ECM) supplies the fan with a pulse width modulation (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. Refer to Engine Cooling .

AIR CONDITIONING CONDENSER COOLING FAN

On hot climate vehicles (+50 Degrees Celsius) the engine control module (ECM) controls an electric fan to provide cooling to the air conditioning system condenser. The engine control module (ECM) provides the fan with a pulse width modulation (PWM) signal that controls the speed of the fan.

E-BOX FAN

The engine control module (ECM) controls an electric fan located in the E-Box to provide cooling. The engine control module (ECM) has an internal temperature sensor and provides a discrete signal to the E-Box fan to control the cooling.

VARIABLE VALVE TIMING (VVT) - NAS ONLY

From 2007 model year, VVT is fitted to vehicles for NAS markets.

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

For each intake 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 engine control module (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 exhaust gas recirculation (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.

The VVT unit is a hydraulic actuator mounted on the end of the intake camshaft. The unit advances or retards the camshaft timing to alter the camshaft to crankshaft phase. The engine control module (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 engine control module (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 while simultaneously allowing oil pressure into the retard chambers.

The engine control module (ECM) controls the advancing and retarding of the VVT unit based on engine load and speed. The engine control module (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 engine control module (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 engine control module (ECM) to provide oil temperature feedback. At extremely high oil temperatures the engine control module (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. Refer to Engine .

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 engine control module (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 engine control module (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.

ECM ADAPTIONS

The engine control module (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 accelerator pedal position (APP) sensor
2. The HO2S
3. The mass air flow (MAF)/intake air temperature (IAT) sensor
4. The crankshaft position (CKP) sensor
5. Electric throttle body.

UHEGO/HEGO AND MAF/AT SENSOR

There are several adaptive maps associated with the fueling strategy. Within the fueling strategy the engine control module (ECM) calculates short-term adaptions and long term adaptions. The engine control module (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 engine control module (ECM) will store a fault code in circumstances where an adaption is forced to exceed its operating parameters. At the same time, the engine control module (ECM) will record the engine speed, engine load and intake air temperature.

CRANKSHAFT POSITION SENSOR

The characteristics of the signal supplied by the crankshaft position (CKP) are learned by the engine control module (ECM). This enables the engine control module (ECM) to set an adaption and support the engine misfire detection function. Due to the small variation between different flywheels and different crankshaft position (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 engine control module (ECM) is renewed or replaced. The engine control module (ECM) supports four flywheel adaptions for the crankshaft position (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 engine control module (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 engine control module (ECM) monitors the number of misfire occurrences within two engine speed ranges. If the engine control module (ECM) detects more than a predetermined number of misfire occurrences within either of these two ranges, over two consecutive journeys, the engine control module (ECM) will record a fault code and details of the engine speed, engine load and engine coolant temperature. In addition, the engine control module (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 engine control module (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 engine control module (ECM) can detect variations in flywheel speed by monitoring the sine wave signal supplied by the crankshaft position sensor.

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

DIAGNOSTICS

The diagnostic socket is located in the fascia, in the driver's stowage tray. The socket is secured in the fascia panel and is protected by a hinged cover.

The engine control module (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.

Scheme 6

GENERIC ELECTRONIC MODULE (GEM)

The engine control module (ECM) is connected to ignition switch I and II. When the ignition is turned ON, 12V is applied to the ignition sense input. The engine control module (ECM) then starts its power up routines and turns ON the engine control module (ECM) main relay, the main power to the engine control module (ECM) and it's associated system components. When the ignition is turned OFF the engine control module (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 engine control module (ECM) main relay. The engine control module (ECM) will normally power down in approximately 60 seconds, do not disconcert the battery until the engine control module (ECM) is completely powered down.

Scheme 7

CONTROL DIAGRAM (SHEET 2 OF 2)

Note. A= Hardwired D= CAN K= I bus

PRINCIPLE OF OPERATION

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

For more information on the system, refer to instructions 303-14A - Electronic Engine Controls - 4.2L workshop information.

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 diagnostic trouble codes (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.

REMOVAL

Note. Removal of the RH variable camshaft control solenoid is similar to this procedure.

Scheme 8

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Remove the valve cover. Refer to «Valve Cover LH (4.2L)»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#engine-42l) .
3. Remove the variable camshaft timing (VCT) oil control solenoid. Remove the bolt.

INSTALLATION

1. To install, reverse the removal procedure. Clean the component mating faces. Tighten the bolt to 10 Nm (7 lb.ft).

Scheme 9

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Raise and support the vehicle.
3. Remove the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
4. Remove the oil pressure sensor. Disconnect the electrical connector. Position a container to collect the fluid.

1. Install the oil pressure sensor. Clean the components. Tighten the oil pressure sensor to 12 Nm (9 lb.ft). Connect the electrical connector.
2. Install the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
4. Check and top-up the engine oil.

Scheme 10

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Raise and support the vehicle.
3. Remove the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
4. Remove the oil temperature sensor. Disconnect the electrical connector. Position a container to collect the fluid.

1. Install the oil temperature sensor. Clean the components. Tighten the oil temperature sensor to 20 Nm (15 lb.ft). Connect the electrical connector.
2. Install the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
4. Check and top-up the engine oil.

Scheme 11

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Remove the ECT sensor. Position an absorbent cloth to collect fluid spillage. Disconnect the electrical connector. Release the clip. Remove and discard the O-ring seal.

1. Install the ECT sensor. Clean the components. Install a new O-ring seal. Install the clip. Connect the electrical connector.
2. Install the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
4. Top-up the coolant.

Scheme 12

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Raise and support the vehicle.
3. Remove the engine undershield. Refer to «Engine Undershield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
4. Remove the crankshaft position (CKP) sensor. Disconnect the electrical connector. Remove the bolt.

1. To install, reverse the removal procedure. Tighten the bolt to 10 Nm (7 lb.ft).

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

1. Remove the throttle body. Refer to «Throttle Body Gasket»(/land-rover/range-rover/l322-2005-2009/remont/fuel-system/#fuel-charging-and-controls-42l) .

1. Install the throttle body. Refer to «Throttle Body Gasket»(/land-rover/range-rover/l322-2005-2009/remont/fuel-system/#fuel-charging-and-controls-42l) .

Scheme 13

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Remove the camshaft position (CMP) sensor. Disconnect the electrical connector. Remove the bolt. Discard the O-ring seal.

1. Install the CMP sensor. Clean the component mating faces. Install a new O-ring seal. Tighten the bolt to 7 Nm (5 lb.ft) Connect the electrical connector.
2. Install the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

Scheme 14

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the throttle body gasket. Refer to «Throttle Body Gasket»(/land-rover/range-rover/l322-2005-2009/remont/fuel-system/#fuel-charging-and-controls-42l) .
3. Remove the camshaft position (CMP) sensor. Disconnect the electrical connector. Remove the bolt. Discard the O-ring seal.

1. Install the CMP sensor. Clean the component mating faces. Install a new O-ring seal. Tighten the bolt to 7 Nm (5 lb.ft) Connect the electrical connector.
2. Install the throttle body gasket. Refer to «Throttle Body Gasket»(/land-rover/range-rover/l322-2005-2009/remont/fuel-system/#fuel-charging-and-controls-42l) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

Scheme 15

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the supercharger. Refer to «Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
3. Remove the knock sensors (KS). Disconnect the electrical connector. Remove the NVH pad. Remove the 2 bolts.

1. Install the KS. Clean the component mating faces. Tighten the bolts to 20 Nm (15 lb.ft). Install the NVH pad. Connect the electrical connector.
2. Install the supercharger. Refer to «Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

Scheme 16

Scheme 17

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
3. Position the wiring harness aside. Remove the 2 bolts.
4. Remove the manifold absolute pressure (MAP) sensor. Disconnect the electrical connector. Remove the Allen screw. Discard the O-ring seal.

1. Install the MAP sensor. Clean the components. Install a new O-ring seal. Tighten the Allen screw to 3 Nm (2 lb.ft). Connect the electrical connector.
2. Attach the wiring harness. Tighten the bolts to 10 Nm (7 lb.ft).
3. Install the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
4. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

Scheme 18

Scheme 19

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
3. Position the wiring harness aside. Remove the 2 bolts.
4. Remove the throttle body intake. Disconnect the breather line. Release the clip. Release the bushing.
5. Disconnect the intake air temperature (IAT) sensor electrical connector.
6. Remove the fuel temperature sensor. Disconnect the electrical connector.

1. Install the fuel temperature sensor. Clean the component mating faces. Apply sealant to the sensor thread. Tighten the sensor to 7 Nm (5 lb.ft). Connect the electrical connector.
2. Connect the IAT sensor electrical connector.
3. Install the throttle body intake. Align the bushing. Secure the clip. Connect the breather line.
4. Attach the wiring harness. Tighten the bolts to 10 Nm (7 lb.ft).
5. Install the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
6. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

HEATED OXYGEN SENSOR (HO2S) LH

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Wrench, HO2S 310-121 (LRT-19-014)

Scheme 20

Scheme 21

Scheme 22

Scheme 23

1. Raise and support the vehicle.
2. Disconnect the LH catalytic converter from the exhaust manifold. Remove and discard the 2 nuts.
3. Disconnect the RH catalytic converter from the exhaust manifold. Remove and discard the 2 nuts.
4. Disconnect the 2 front exhaust hangers.
5. 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. Attach the exhaust hangers.
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).

Scheme 24

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Disconnect the mass air flow (MAF) sensor electrical connector.
3. Remove the MAF sensor. Remove the 2 screws.

1. To install, reverse the removal procedure. Tighten Torx screws to 2 Nm (1.5 lb.ft).

CATALYST MONITOR SENSOR LH

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Wrench, HO2S 310-121 (LRT-19-014)

Scheme 25

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

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 HO2S to 45 Nm (33 lb.ft). Connect the electrical connector. Attach the wiring harness.
2. Attach the exhaust hangers.
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).

Scheme 26

Scheme 27

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
3. Position the wiring harness aside. Remove the 2 bolts.
4. Remove the throttle body intake. Disconnect the breather line. Release the clip. Release the bushing.
5. Position the supercharger pressure relief actuator aside for access. Remove the bolt.
6. Remove the intake air temperature (IAT) sensor. Disconnect the electrical connector. Remove the 2 Torx screws. Remove and discard the O-ring seal.

1. Install the IAT sensor. Clean the components. Install a new O-ring seal. Tighten the Torx screws to 6 Nm (4 lb.ft). Connect the electrical connector.
2. Secure the supercharger pressure relief actuator. Tighten the bolt to 10 Nm (7 lb.ft).
3. Install the throttle body intake. Align the bushing. Secure the clip. Connect the breather line.
4. Attach the wiring harness. Tighten the bolts to 10 Nm (7 lb.ft).
5. Install the air intake resonator. Refer to «Intake Air Resonator»(/land-rover/range-rover/l322-2005-2009/remont/mechanical/#intake-air-distribution-and-filtering-42l) .
6. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

Scheme 28

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .
2. Remove the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Remove the fuel rail pressure sensor (FRP). Disconnect the vacuum line. Disconnect the electrical connector. Position an absorbent cloth to collect fluid spillage. Remove the 2 bolts. Discard the O-ring seals.

1. Install the FRP sensor. Clean the component mating faces. Install the O-ring seals. Tighten the bolts to 6 Nm (4 lb.ft). Connect the electrical connector. Connect the vacuum line.
2. Install the engine cover. Refer to «Engine Cover - 4.2L, Vehicles With: Supercharger»(/land-rover/range-rover/l322-2005-2009/remont/exteriorinterior-trim/#interior-trim-and-ornamentation) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information) .

See also:
• Evaporative Emissions
• Generator
• Fuel Charging and Controls
• Engine Ignition
• Engine Cooling
• Engine
• Specifications
• Valve Cover LH (4.2L)
• Specifications
• Radiator Splash Shield
• Engine Cover - 4.2L, Vehicles With: Supercharger
• Supercharger